Electric railway journal

Electric Railway
Journal

Volume XLVII

January to June, 1916

| -2 G 3

McGraw Publishing Company, Inc.

239 West 39th St., New York City

Instructions for Use of Index

This index is essentially a subject index,
not an index of titles, and articles treating a
number of different subjects are indexed un-
der each subject. In addition, a geographical
leference is published wherever the article
relates to any particular railway company,
or to the State matters of any particular
State. The geographical method of grouping
serves to locate in the index any article de-
scriptive of practices, conditions, events, etc.,
when the searcher knows the electric rail-
way, city or State to which the article ap-
plies. Groupings are made under the name
of the city in which the main office of the
company is located, but an exception is made
in the case of electrified sections of steam
railroads, such entries being made direct un-
der the name of the railroad. City or State
affairs appear direct under the names of the
city or State involved.

In the subject index, the alphabetical
method is followed, and if there is a choice
of two or three keywords the one most gen-
erally used has been selected, cross refer-
ences being supplied. Below will be found a
list of the more common keywords used in
the index. This list has been subdivided for
convenience into sixteen general subjects, but
the general subject headings, shown in capi-
tal letters, do not appear in the body of the
index. As an example, if a reader wished to
locate an article on power-driven motor
trucks he would obviously look in the list
under the general subject "vehicles," and of
the four keywords that appear under this
only "Commercial Vehicles" could apply to
the article in question. The reader would
therefore refer to this keyword under "C"
in the body of the index.

CLASSIFIED LIST OF KEYWORDS

accident;-; and legal

Accioenfs ( including wrecks)
Accident claim 'department
Legislation
Legal

Public service and regulative

commissions
Public service corporations
Safety-first movement

CARS

Car design
Cars (descriptive)
Cleaning of cars
Gasoline cars
Lubrication
Heating of cars
Lighting of cars
Storage battery cars
Tower cars
Ventilation of cars
Work cars
Wrecking cars

CAR EQUIPMENT

Axles

Bearings

Brakes

Controllers and wiring
Couplers

Current-collecting devices

Doors, seats and windows

Fenders and wheel guards

Gears and pinions

Headlights

Journals

Motors

Trucks, car

Wheels

EMPLOYEES
Employees

Strikes and arbitrations
FARES

Fare collection (including ap-
paratus)
Fares

Freight rates

Through routes and joint rates

Tickets

Transfers

FINANCIAL AND STATISTICS
Accounting

Appraisal of railway property
Financial

Franchises
Maps

Operating records and costs
Statistics

Traffic investigations

HEAVY ELECTRIC TRACTION
Heavy electric traction (gen-
eral )

High-tension d.c. railways
Interurban railways (general)
Locomotives

Low-tension d.c. railways
Single-phase railways

MAINTENANCE OF EQUIP-
MENT

Cleaning of cars

Inspection of cars

Maintenance records and costs

Paints and painting

Repair shop equipment

Repair shop practice

Repair shops

Tests of equipment

Washing of cars

Welding, special methods

OPERATION

Dispatching trains
Multiple-unit trains
Operating records and costs
Passenger handling records
Rules

Schedules and time tables
Signals

Stopping of cars
Telephones
Trailer operation
Yards

POWER

Boilers and equipment
Cables

Energy consumption
Feeders

Overhead contact system
Poles

Power distribution

Power generation

Power stations and equipment

Purchased power

Storage batteries

Substations and equipment

Third-rail contact system
Transmission lines
Turbo-generators and equipment

RECORDS

Maintenance records and costs
Operating records and costs
Passenger handling records
Record forms

STRUCTURES

Bridges
Carhouses
Freight stations
Power stations
Repair shops

Terminal stations and terminals
Waiting stations

TRACK

Pavement

Rail joints and bonds
Rails

Special work
Ties

Track construction
Track maintenance

TRAFFIC

Freight and express
Parks and pleasure resorts
Public, relations with
Publicity
Routing of cars
Signs on cars
Traffic investigations
Traffic stimulation

VEHICLES (not on tracks)

Commercial vehicles
Motor buses

Service and tower wagons
Trackless trolleys

MISCELLANEOUS
Advertising on cars
Fire protection and insurance
Lightning

Loading limits for cars
Municipal ownership
Organization charts
Public, relations with
Standardization
Storerooms

Timber preservation '

In addition to the groups of articles cov-
ered by these headings the papers and re-
ports from railway associations and tech-
nical societies are grouped under the names
of the various organizations. Proceedings of
other associations are indexed only in accord-
ance with the subject discussed. The heading
"Cars" includes all extended descriptions of
individual types of cars, but short accounts
of cars displaying: no important innovations
appear only under the name of the railway

to which they apply. Under the headings
"Financial" and "Statistics" appear the ar-
ticles relating generally to capitalization,
earnings and operating costs, as distin-
guished from the detailed and highly sub-
divided figures that are entered under "Oper-
ating Records and Costs." Short descriptions
of machine tools appear only under the head-
ing "Repair Shon Equipment" and are not
indexed alphabetically, because of the wide
choice in most cases of the proper keyword.

January-June, 1916]

INDEX

INDEX TO VOLUME XLVII

PAGES BY WEEKS

Jan. 1 1 to 66

Jan. 8 67 to 110

Jan. 15 lllto 152

Jan. 22 153 to 194

Jan. 29 195 to 240

Feb. 5 241 to 296

Feb. 12 297 to 340

Feb. 19 341 to 388

Feb. 26 389 to 430

Mar. 4 431 to 482

Mar. 11 483 to 524

Mar. 18 525 to 588

Mar. 25 589 to 634

April 1 635 to 676

April 8 677 to 720

April 15 721 to 760

April 22 761 to 806

April 29 807 to 846

May 6 847 to 886

May 13 887 to 934

May 20 935 to 982

May 27 983 to 1026

June 3 1027 to 1070

June 10 1071 to 1116

June 17 1117 to 1164

June 24 1165 to 1212

Acceleration of traffic through preparedness of

passengers, Comment, 111
Accidents :

Automobile accidents, Comparative figures for

1913 rnd 1907, 36

Bridge collapse in Spokane, * 1 63

Casualties to persons on electric railways

during 1915, Interstate Commerce Com-
mission report, 210

Fatalities, Ohio interurhan roads, 1914-1915,

500

Five-vear record of Puget Sound Tr. Lt. &

Pr. Co., 928

Increase in Great Britain due to war, 894

Reduction at Columbus, O., Graphic records,

*772

Accident claim department:

Accident faker convicted in New Tersey, 105

■ Co-operation with Transportation Department,

Comment, 590
Handling accident reserves, American Rys.

[Anderson], 955
Accountants' Association:

Additional appointments to committees, 610

Committee meetings:

Engineering-accounting, 784

Executive, 270
Accounting:

Accounting for betterments and replacements,

at New Haven, Conn. [Balfour], 770
Allocation of costs an engineering prqhlem,

Comment, 849
C. E. R. A. A. report on passenger and

freight accounting, 1134 t
Departmental expense statements [Hixon],

♦1176

■ Depreciation of overhead charges with

glossary of terms used in valuations
[Arnold], 498

1. C. C. questions and answers, Uniform sys-
tem of accounts for electric railways,
515, 1105

New York Commission practice regarding

susnense accounts and security issues for
replacements, 331

Power plant inventory [Henriques], *616

Relation of accounting officials to depart-
mental heads [Bruster], 1136

Store-room systems [Schwartz], *1174

Voucher check, New form, Connecticut Co.,

*397

Adding machine for double-touch operation (Me-
chanical Accountant Co.), 177
Air brakes: (See Brakes)
Akron, Ohio:

Northern Ohio Tr. & I.t. Co.:

Financial statement, 624

streets

753

Akron, Ohio:

Northern Ohio Tr. & Lt. Co.: (Continued)

Near side stop, Results, 520
Safety campaign, Results, 520
Track construction in paved

[Blinn], *371
Wage increase, 1057

Albany, N. Y. :

Delaware & Hudson Co. :

Financial statement, 972

United Traction Co.:

Fare hearing, 1020
Motor bus line, Permit granted,
New working agreement with employees,
923

West Albany bus line petition denied, 1157

Albia, la.:

Southern Iowa Ry. & Lt. Co.:

Foreclosure sale, 333
Allentown, Pa.:

Lehigh Valley Transit Co.:

Annual report 185

Equipment orders, 376

Safety patrol for schools proposed, 478;

Comment, 483
Transit, monthly publication, to be issued
under new arrangement, 62
Alliance, Ohio:

Cleveland, Alliance & Mahoning Valley R) . :

Strike settled, Wages increased, 794

Stark Electric Ry.:

Strike settled, Wages increased, 794

American Electric Railway Accountants' Associa-
tion (See Accountants' Association)

American Electric Railway Association:

Affiliation of Manufacturers' Association:

Amendments to constitution, 86
Circular letter, 212: Comment, 195;

[Brady], c 215
Comment, 241

Communications [Ham], 366; [Drew],
366

Enrollment under new amendments, 409,
699

Manufacturers' Association recommends
membership in A. E. R. A., 565;
Comment, 527

Manufacturers' dues, 610

Reasons for [Henry], 317; Comment, 297
American Association to conduct exhibits,

565; Comment, 527; Plans [Henry], 784;

Prospects, Comment, 1165
Bibliography on valuation, Announcement,

784

Brady medal, 169, 273; Comment, 343

Chairmen of committees, 42

Committee appointments for 1916, 129, 735

Committee meetings:

Company membership, 784

Convention exhibits, 824

Convention -location, 501

Exhibit Committee, *1188

Executive, 270, 566

Federal relations, 1044

Operation of motor vehicles, 959

Public relations, 566

Standards for car loading, 409

Valuation, 212
Company sections:

Booklet on, 1189

Capital Traction Co., 85, 171,

611, 863, 959
Chicago Elevated, 43, 611, 655, 824
Connecticut Co., 170, 502, 863, 911, 959,

*1 170

Denver Tramway, *85,

824, 1045
Manila, P. I., 86, *408,
Milwaukee Electric Ry.,

911, 1045
Newport News, 611, 699, *785,

Comment, 721
Portland, Me., 408, 431, 501, 61

1187

Public Service Ry., 170, 272, 409, 610,
959, 1045

Washington Ry. & Elec. Co., 170, 366,

612, 785

Convention activities, Comment, 1187

— —Electrical safety code conferences, 43, 131
Midyear meeting:

Attendance, Comment, 241

Banquet, 271

Papers [Underwoodl, 247; rGuernseyl,
249; [Willcoxl, 260; [Mortimer],
253; [McGrath], *256: [Williams],
254; [Brush], 263; [Weston], 265;
[Kealy], 267

President's address [Henry], 244

Proceedings, 269

Program details, 85; Comment, 153
Transportation arrangements, 85, 131

Monograph "Cost of Urban Transportation,"

Comment, 526

New company members, 1044

Publicity policy needed, Comment, 808

Secretary-treasurer's financial statement, 43

Substitute name wanted for manufacturers

as company members. Comment, 1165
Supplementary note to B. J. Arnold's con-
vention address, 498

(Abbreviations: * Illustrated, c Correspondence.)

214, 365,

365, 501, 611,

610, 1187
*365, 611,

735,

863, 1045;
1045,

American Electric Railway Claim Agents Associa
tion (See Claims Association)

American Electric Railway Engineering
tion :

Chairmen of committees, 42

-^-—Committee appointments for 1916, 130, 131
— -Committee meetings:

Block signals, 318, 609, 824, 1188
Engineering-accounting, 784
Equipment, 211, 1141
Power distribution, _409, 1142
Power generation, 170
Transportation-engineering, 699
Way matters, 170, 211, 1187

Revised sheets for Manual, 609

Standards should cheapen cost [Adams], c

612; [Gove], c 612; Comment, 483, 589

American Electric Railway Manufacturers' Asso-
ciation :

Affiliation with A. E. R. A. (See American

Electric Railway Association)

Committee meetings:

Executive, 501, 1187

American Electric Railway Transportation & Traf-
fic Association:

Chairmen of committees, 42

Committee appointments for 1916, 130, 131

Committee meetings:

Passenger traffic, 610
Schedules and time-tables, 212
Training transportation employees, 212

American Institute of Electrical Engineers:

April meeting in New York, 777; Paper

[Renshaw], 777; Discussion, 779; Com-
ment, 762

Electrolysis discussed, 563

Producing electric power by steam, Effect on

water-power values [Stillwell], 822

Technical committee work, Comment, 297

American International Corporation:

Development progress, 228

American Railway Engineering Association:

Clearance diagram for structures, 698

March meeting:

Committee reports, 606

Proceedings, *641
American Railways. (See Philadelphia, Pa.)
American Waterworks Association:

Electrolysis report, 1129

American Wood Preservers' Association:
Annual Convention:

Proceedings and papers, 166, 208

Anderson, Ind.:

Union Traction Co.

Accident reduction methods, *315

Annual report, 795

Brady medal awarded, 169, 273

Brady medal and service advertised, 424

Ventilating all-steel interurban cars

[Hemming], 1049
Zone system authorized for interurban
lines, 799

Annapolis Short Line. (See Maryland Electric

Railways)
Annapolis, Md. :
Maryland Electric Rys.:

Locomotives, Profitable business for,
*280

Results obtained with ampere-hour me-
ters [Crouse], *413
Appraisal of railway property:

Bibliography on valuation published, 784

Conference' of Public Service Commissions,

273

Definitions of terms, [Arnold], 498

Elements of utility valuation [Weston], 265

Factors in utility valuation [Kealy], 267

Illinois Commission decision on Springfield,

111., gas case, 1002

Principles of railway valuation [Guernsey],

249; Comment, 242
Single basis proposed [Bauer], 493; Com-
ment, 484

Valuation, Uncertainty of [Williams], 254

Ardmore, Okla. :

Ardmore Electric Ry. :

Receiver's sale, 797
Asbury Park, N. J.:

Titney operators secure writ to test legality

of ordinance, 1064
Asphalt mixing plant at Oakland, Cal. [Binkley],

*728

Asphaltic-concrete pavements [Pierce], 1051
Atchison. Kan.:

Atchison Ry., Lt. & Pr. Co.:

One-man car operation satisfactory to
patrons [Waggoner], 25 ; Comment, 9

Atlanta, Ga. :

Georcia Ry. & Pr. Co.:

Financial statement, 1 1 OR

Mailing lists. Inefficient [Smaw], c 460;

Comment, 483
Rush hour traffic handling [Waters], c

502

Jitney ordinance sustained, 519

IV

INDEX

[Vol. XLVII

Atlantic City, N. J.:

Atlantic City & Shore R.R.:

Gear repairs by electric arc [Blacklock],

*369

Receiver favors jitney regulation, 291
Service demanded to Longport, N. J., 335

Auburn & Syracuse Electric R.R. (See Syracuse,
N. Y.)

Augusta, Ga.:

• Augusta-Aiken Ry. & Elec. Co.:

Fire, 875
Aurora, 111. :

Aurora, Elgin & Chicago R.R :

Safety first exhibit, *1033

(See also Wheaton, 111.) ; ' '

Australia:

Ballarat, Victoria: *">

Electric Supply Co. of Victoria, Ltd.:
One-man car operation, Experiences
with [Pringle], c 172
Newport, Victoria:

Power house, Victorian Ry., 19
Sydney, New South Wales:

Car ferry, *868
Sydney-North-Shore line:

Electrification progress, 618

Austria :

Vienna Municipal Tramways:

Stepless double-deck car [Spangler],
*1030; Comment, 1027
Automobile competition:

Diversion of passengers from Seattle rail-
ways, 291

Influence of [Gonzenbach], 75; Comment, 67

Automobiles damaged by cars, Repaired in Mem-
phis Street Ry's. shops, *414

Axles:

Button-end axles, Method for reclaiming,

Rockford & Interurban Ry. [Graham],

*8?

Restoring worn journals, West Penn Rys.,

506

B

Bakersfield, Cal.:

Jitneys defeated in general election, 235;

Suspend operations, 291
Balance, Dynamic. (See Dynamic balance)
Baltimore, Md.:

■ Maryland Motor Transportation Co.:

Requests permission to abandon fran-
chise, 672

United Rys. & Elec. Co.:

Annual report, 1106

Favorable decision in paving case, 377
Favorable Supreme Court decision in

paving suit, 971
Service standards under consideration by

Commission, 1063; Fixed, 1159

Washington, Baltimore & Annapolis Elec.

R.R.:

Annual report, 972
Baltimore & Ohio R.R.:

Operation of electrified section, M074; Com-
ment, 1071

Banks, Security holdings of, 379; Comment, 341
Bay State Street Railway. (See Boston, Mass.)
Bearings:

Anti-friction type discussed, Illinois Associ-
ation, 1125; [Tohnson], 1127; [Car-
hart], 1127.

-Application of ball bearings to railway car

journals (Gurney), [Bruenauer], *1096

Roller bearings on interurban cars, Empire

United Rys. [Voth and Metcalfe], *865

Beaver Valley Tr. Co. (See New Brighton, Pa.)

Belvidere, 111.:

Belvidere City Ry.:

Reported purchase at foreclosure sale
misleading, 143

Binghamton, N. Y. :

— ■ — Binghamton Ry. :

New interurban cars, Details, *507
System of equipment records, *1053

Birmingham, Ala.:

Birmingham, Ensley & Bessemer Ry. :

Plans for sale, 667, 712
Birmingham Ry. Lt. & Pr. Co.:

Couplings for repairing burst hose, *326
Blue Hill Street Ry. (See Canton, Mass.)
Boilers and equipment:

Automatic damper regulator [McDonough],

*791, *869

Heating boilers for electric locomotives, *1080

Higher boiler pressures and furnace construc-
tion discussed, N. E. L. A. convention,

999

Providence plant additions, Rhode Island Co.,

*300

Three boiler meters in one (Bailey), *1054

Bonner Springs, Kan.:

Kansas City, Kaw Valley & Western Ry.:

Kansas City-Lawrence line opened, 1058
Boston, Mass.:

Abolition of Transit Commission recom-
mended, 710

Bay State Street Ry.:

Carhouse burned, 99

Carhouse construction and equipment de-
tails and costs, * 1 98

Boston, Mass.:

Bay State Street Ry.: (Continued)

Cost of express building, 574

Fare hearing, .Massachusetts Commission

investigating company's valuation,

138, 291, *495, 799, 841, 881, 927,

976, 1019, 1063, 1110
Grinding practice for track, *1197
Large surface-car order, 622
New folder shows through routes, 1021
Petition for 6-cent fare on Rhode Island

lines, 335

Rush hour, Cost of operation [Richey],
M95

Security issues approved, 797; Com-
ment, 761

"l Storage-battery tower wagons for line

work, *179

Strike settled, pending arbitration, 709

Substation construction and equipment
costs, 164

Titanium-treated Mayari rails, *179
Boston Elevated Ry. :

Appeal to Governor for special commis-
sion to examine need for increased
revenue, 1016; Comment, 984; Com-
mission appointed, 1107

Demands formulated for increased
wages, 710

Dividend reduced, 838

Exhibit at dedication of new M. I. T.
power plant, * 1 133

Explaining service changes, Comment,
937

Fare collection revolutionized by instal-
lation of motor-driven coin register,
♦ 77

Graphic coasting record, *95
Increasing capacity of urban systems

[Brush], 263
Length of ride [McGrath], *595
Power station additions, Large unit for,

*463, 830

Rails, Titanium-treated, Durability of,
*47

Record-breaking traffic, 1158
Safety-first clock in subway, *8 1 2
Safety report, *652
Shuttle line operation discussed, 799
Ties, Treated and untreated [Bright],
504

Tunnel tolls, Agitation for suspension,
140; Abolished, 384

Vice-presidents receive equal rank, 99
■ Boston & Worcester Street Ry.:

Annual report, 141
Brady memorial medal, 169, 273; Comment, 343
Brakes:

— — Anti-freezine device for air piping (National

Safety Service), *50
■ Compressor maintenance methods [Parsons],

*176

Hand brake and slack adjuster [Home],

•1100

— — Instruction equipment [Smith], *321

■ Method of determining leverage [Floyd],

*370

— ■ — Variable-load brake for N. Y. Municipal

Rys.. 737
Brantford, Ont. :
Lake Erie & Northern Ry.:

Passenger and freight line between Gait
and Brantford, *986

Bridges :

Bridge timber tests in Oregon, 1052

Collapse of bridge in Spokane, *163

Construction and reconstruction in Kansas

City, Mo., 1091
Preventing drawbridge accidents in Brook-
lyn [Tanis], *1007
Records and loadings, Connecticut Co. [Dun-
ham], *412

Brill Co., The T. G., Financial statement, 379
Bristol & Norfolk St. Ry. (See Randolph, Mass.)
Bristol, Tenn.:

Bristol Jitney Co. fails. 235

British Columbia Elec. Ry. (See Vancouver,

B. C.)
Brooklyn. N. Y. :

Brooklyn Rapid Transit Co.:

Articulated car. *693; Comment, 721
Automobile maintenance costs, 947
B. R. T. Monthly publication begun, 105
Contact for portable welding machine

[McKelway], *568
Corrugation of rails by steel wheels, Dis-
cussed [Gove], c 319
Crossovers, Location and wiring [McKel-
way], 324

Financial report for last half of 1915, 232
Freeing manholes of gas [McKelway],
♦44

Free transportation for employees, 105
Hearing on additional surface cars, 1020
Influence of location of track in

street, Discussed, [Cram], 443
Insulation and phasing test panel

[Tanis], *828
Manganese steel for plain curves [Ber-
nard], *410
Modification of "car full" order pro-
posed, 670
New surface-lines rule book, 1109
Paving track allowances [Cram], c 1190
Safety devices for rolling stock, *1148
Safety motion-pictures, 468
Safetv rpnort of departmental commit-
tee, 54

(Abbreviations: * Illustrated, c Correspondence.)

Brooklyn, N. Y.:

Brooklyn Rapid Transit Co.: (Continued)

Savings and loan department planned,

383

Summary of safety work, 862
Valuation, Uncertainty of [Williams],

254

Wage increase, 53

Wood-strain insulators replace globe-
strain, *224

ivew York Municipal Ry. (See New York

Citv)

Buffalo, Lockport & Rochester Ry. (See Roches-
ter, N. Y.)

Buffalo, N. Y.:

International Railway:

Advertising campaign, *275
Campaign against spitting, 105
Changes recommended in line to Queens-
town, Can., 1199
Conductor indicted for passing imitation
coins, 236

Construction of Buffalo-Niagara Falls
high-speed line, Commission order,
182

Cooperation with city in handling refuse

during teamsters' strike, 469
Night information bureau, 384
One-man car operation in Lockport
[Dickson], 25; Comment, 9; Pro-
posed compromise, 330; Opposition
withdrawn, 841
Operating in flooded streets, *858
Safety appliance case, Time extension
for filing appeal granted by court,
235

Wage increase, 710, 922, 1012, 1152
Buffalo & Lake Erie Tr. Co.:

Manually operated door and step con-
trol for city cars, *660
Buffalo & Southern Ry.:

Strike, 1104, 1199
Buffalo & Wellsville R. R. Corp'n:

Commission approves transfer of Buffalo
& Susquehanna Ry., 422
Burlington County Transit Co. (See Mount

Holly, N. J.)

c

Cables :

Freeing manholes of pas, Brooklyn Rapid

Transit System [McKelway], *44

Improved type of solderless connector

(Frankel), * 1010

Sector type, Relative conductivity and in-
sulation, *373

Calgary, Canada:

Municipal Street Ry.:

Operating cost under municipal owner-
ship, Analysis of, 139

California:

Attractive waiting stations in southern Cali-
fornia, 997

Effect of jitneys on steam roads, 928

Electric railway association organized, 872

Electric railways petition Commission for re-
lief from excessive burdens, 511; Com-
ment, 485

Loss in electric railway earnings through

jitneys, 1206
California Southern R. R. (See Los Angeles,

Cal.)

Cambria & Indiana R. R.:

Storage battery car, Low operating cost, 466

Canada :

— —Hydro-electric plans, 329

(See also names of cities)

Canton, Mass.:

Blue Hill Street Ry.:

Fare reduction for school children re-
fused by Massachusetts commission,
103

Cape Girardeau, Mo.:

Cape Girardeau-Jackson Int. Ry.:

One-man car system [Tinsley], 20; Com-
ment, 9

Capital Traction Co. (See Washington, D. C.)
Car building industry, Progress, 1909-1914, 1133
Car design:

Development in 1915, *20; Comment, 9

Development of lightweight car [Moore], 953

■ Front-entrance center-exit, Conversion of

standard type, Cleveland Ry., *344

Hearing before Massachusetts Public Serv-
ice Commission, 818

Open cars changed to prepayment, Spring-
field & Worcester, Mass., *592

Steel siding substituted for wood at Green-
wood, Ind. [Buchmann], *569

■ Summer cars rebuilt for winter use, Louis-
ville Ry., *415_

Treated roof covering (Boyle). 95

Car ferry at Sydney, New South Wales, *868

Carhouses:

Bav State Street Ry., Construction and equip-
ment details and costs, *198

Design and construction, Considerations af-
fecting [Bedwell], 209

Car roofing to withstand severe weather (Boyle),

Cars:

Binghamton, N. Y., Interurban, *507

Birney type, 10,000-lb., twenty-nine-seat, *556

Brooklyn, N. Y., Articulated, *693; Com-
ment, 721

January-June, 1916]

INDEX

V

Cars: (Continued)

Cleveland & Erie Ry., Lightweight interurban

[Palmer], *656

Cleveland, O., Reconstructed front-entrance

center-exit, *344

Connecticut Co., Semi-convertible, *856

Des Moines, la., Front and center door, *948

Empire United Rys., Parlor, Converted pri-
vate cars, *392; Comment, 389
Hazleton, Pa,. All-steel passenger and bag-
gage, *810

Lake Erie & Northern Ry., *986

Lehigh Traction Co., Center-entrance, * 1 78

Public Service Ry. [Benedict], * 1 1 4

Rochester, N. Y., Low level, *764; Comment,

763; Modified design, *1 196

Statistics of cars ordered during 1915, 34;

Comment, 2

■ Vienna, Austria, Stepless double-deck

[Spangler], *1030; Comment, 1027

Wilmington 6i Philadelphia low-floor, light-
weight, *1 168

Cars at less than cost. Comment, 298

Cars, one-man. (See One-man cars)

Car sales, Record for past years, J. G. Brill Co.,
379

Cedar Rapids, Iowa:

Iowa Rv. & Lt. Co.:

Coal storage under water TWardle],
*1191

Freight locomotive, 600-1200-volt, *48
Central Electric Railway Accountants Associa-
tion. :

June meeting, Proceedings, 1134; Papers

[Bruster], 1136; [Schwarz], 1174; [Hix-
on], *\\76

Central Electric Railway Association:

Annual "Brown Book" issued, 649

February meeting, 401

Gavel presented to President Henry,
*454

Papers [Waite], 452; [Hershey], 453
President's address [Henry], 402
Proceedings, 401, *451, 454; Comment,
433

Committee appointments, 649

Central Electric Traffic Association:

Committee appointments, 650

Statistics on activities during 1915, 210

Centralia, 111.:

Centralia & Central City Tr. Co.:

Express service approved, 384

Chattanooga, Tenn. :

Chattanooga Ry. & Lt. Co.:

Granite blocks recut and relaid cheaply
[Dike], 1192

Tennessee Ry., Lt. & Pr. Co.:

Financial statement, 1107

Chautauqua Traction Co. (See Jamestown, N. Y.)

Chicago, Anamoosa & Northern R. R., Electrifica-
tion proposed, 1011

Chicago & Joliet Electric Ry. (See Joliet, 111.)

Chicago, Lake Shore & So. Bend Ry. (See Mich-
igan City, Ind.)

Chicago, Ottawa & Peoria Ry. (See Ottawa, 111.)

Chicago, 111.:

Advertising, Outdoor, by electric railways,

1129

Board of Supervising Engineers:

Elements of utility valuation [Weston],
265

Professor Bemis removed, 285
Chicago City & Connecting Rys.:

Annual report, 185

Dividend reduction recommended, 141
Chicago Elevated Rys.:

Accident reduction, *398, 800

Asks public's cooperation, 1020

Economy of power consumption in car
operation [Seely], *688

Energy savings with roller bearings,
1127

Field control motor tests [Johns.on],
1183

Maintenance of rolling stock described
to Sunday school class [Johnson],
1041

Notes extended, 1204

Real estate appraisers appointed, 794

Service improvements advertised, 105

Value of instruction in energy consump-
tion [Johnsonl, *687

Wage increase, 1104
Chicago & Milwaukee Elec. R. R.:

Energy savings, Results with ampere-
hour meters [Thompson], 687

Fares fixed by Wisconsin Commission,
383

Foreclosure sale, 878; Confirmed, 1107
Reorganization plan, 926
Reorganized as Chicago, North Shore &
Milwaukee R. R., 1155

Chicago Railways: .

Annual report, 751

Chicago Surface Lines:

Annual meeting of Surface Lines club,
793

Annual report, 623, 923
Development, statement by company,
1189

Newspaper advertisement on length of
ride, *736

Postal employees, Count of free rides,
755

Safety calendar in schools, *350
Skip-stop service. Difficulties in estab-
lishing [Sullivan], 18; Comment, 8

Chicago, 111.:

Chicago Surface Lines: (Continued)

Wage increase, 1104

— Chicago Traction & Subway Commission:

Appointments *147; Approved, 183;

Confirmed, 285
Non-political character, Comment, 297
Origin and destination of passengers of
surface and elevated passengers to
be checked, 800
Preliminary hearings, 417
Preliminary organization, 378

Electrification of terminals, New investiga-
tion instituted by city council, 99

Electrification report discussed, N. Y. R R.

club, 604

Home rule plan opposed, 875

Illinois Public Utilities Commission jurisdic-
tion over Chicago railways denied by
Circuit Court, 1056; Appeal by Com-
mission, 1104; Comment, 1117

Loop traffic analyzed, * 1 7 1

Power purchases by electric railways, 1034

Southern Illinois is St. Louis Ry.:

Construction plans, 283

Standard Gas & Elec. Co.:

Financial statement, 1108

■ -Traction fund affected by wage increase, 97

Traffic and safety commission appointed by

Mayor, 105

Chicago, Milwaukee & St. Paul Ry.:

—Advertising electrification, 665; Comment,

636

Construction costs in percentage [Potter],

779

■ Electric locomotives ordered in 1915; Cor-
rection, 135

Electrification commenced on second engine

division, 794

Fuel oil burner for steam heat used on loco-
motives, *829

High-voltage, two-stage air compressor (Gen-
eral Electric Co.), "180

Operating notes [Armstrong], 1130

Regenerative braking tests on electric loco-
motives, 84

Results of early electric operations, *638

Switching locomotives, Electric, *465

-Track electrified in 1915, Correction, 135

Chicago, North Shore & Milwaukee R. R. (Suc-
cessor to Chicago & Milwaukee Elec.
R. R.)

Choctaw Ry. & Ltg. Co. (See McAlester, Okla.)
Cincinnati, Dayton & Toledo Tr. Co. (See Ham-
ilton, Ohio)

Cincinnati, Indiana & Louisville R. R., Proposed
construction of new line in Indiana, 1057
Cincinnati, Ohio:

Belt Line plans, 54, 228, 4t8, 419, 511;

Authorized, 833
Bond issue proposed for construction of

municipal rapid transit loop, 577
Cincinnati, Milford & Loveland Tr. Co.:

City connection plans, 329

Decision in excise tax case, 514
Cincinnati Traction Co.:

Cooperation in educational plan [Wil-
son], *724; Comment, 723

New working terms asked by employees,
709

Revision of franchise proposed, 834

Valuation of figures, Dispute, 970; Fig-
ures of Company, Commission and
City, 1150
West End Rapid Transit Co.:

Perpetual franchise granted, 875
Citizens Street Ry. (See Clarksville, Tenn.)
Citizens Traction Co. (See Oil City, Pa.)
City Lt. & Tr. Co. (See Sedalia, Mo.)
Claims Association:

Chairmen of committees, 42

Committee appointments for 1916, 130

Committee meetings:

Executive, 271
Clarksville, Tenn.:

-Clarksville & Dunbar Cave Ry.:

Foreclosure sale, 58

Taken over by Citizens Street Ry., 288
Cleaning of cars:

Soap for car-washing, Test to determine most

suitable [Woods], 91
Clearance diagram for structures, A. R. E. A.,

*698

Clear Lake Suspended Monorail Company, Con-
struction plans, 833; Issuance of securi-
ties denied, 1200

Clear-vision shield for vestibule windows (Clear
Vision Shield Co.), * 1 37

Cleburne, Tex.:

Cleburne Ry. Co.:

New management, 381

Cleveland Alliance & Mahoning Valley Ry. (See
Alliance, Ohio)

Cleveland & Erie Ry. (See Girard, Pa.,

Cleveland, Ohio:

Bridge approach construction delayed, 98

City Commissioner opposed to stopping inter-

urbans at city limits, 418
Cleveland Ry. :

Analysis of operating costs [Nashl, 455

Annual meeting of stockholders, 232

Annual report, 331

Buying good shovels, Economy in
[Clarkl, 175

Cars remodelled for front entrance, cen-
ter exit, '34^

(Abbreviations: * Illustrated, c Correspondence.)

Cleveland, Ohio:

Cleveland Ry.: (Continued)

East Cleveland franchise negotiations,
1200

Increase in operating allowances, 620,

664, 708, 834, 971
Increased speed by skip-stops, 335
Measuring yardage of granite blocks by
weight instead of count [Clark J, 963
Methods used to reduce cost of opera-
tion [DoolittleJ, 359
New track construction proposed, 329
Skip-stop effects service improvement

[Wilson], *15; Comment, 8
Tax reduction not attained, 285, 419
Track construction costs, *559
Track reconstruction plans approved by

City Council, 419
Wage increase asked, 749, 794, 831, 873,
920

Cleveland, Southwestern & Columbus Ry.:

Firing with gas at Elyria power station
[Lewis], 1095

New transformer house at Elyria, Ohio,
[Lewis], *1193
Lake Shore Elec. Ry. :

Financial statement, 712

Subway approaches approved by Council, 182

Tayler ordinance, Analysis and results [Doo-

little], 359

Cleveland, Painesville & Eastern R. R. (See

Willoughby, Ohio)
Coal storage under water, Iowa Ry., Lt. & Pr.

Co. [Wardle], * 1 1 9 1
Coasting, Theoretical analysis of [Chappelle],

*116; Comment, 112
Coasting recorders (See Energy consumption)
Columbus, Ohio:

Columbus Ry., Pr. & Lt. Co.:

Accidents reduced 21 per cent in 1915

oyer 1914, 236
Reducing insurance rates, 564
Results of safety work, Graphic records,

*772

Safety poster displayed in car windows,
*853

Special track-layouts made interchange-
able [Watters], *864

Wage increase, 874
Commonwealth Pr., Ry. & Lt. Co. (See Grand

Rapids, Mich.)
Concrete mixing plant at Oakland, Cal. [Binkley],

*728

Connecticut Co. (See New Haven, Conn.)

Connellsville, Pa.:

West Penn Rys.:

Method of reclaiming worn axles, 506
Plan for eliminating useless weight on
cars, 573

Reclaiming oxidized babbitt [Durie], 656
Conduit, Flexible, for car wiring, Philadelphia,

*791

Conestoga Traction Co. (See Lancaster, Pa.)
Connectors, Solderless, Improved type (Frankel),
*1010

Controllers and wiring:

Controller connection boards, frames and

covers, Method for remedying defects

[Squier], *221
"Dead-man's button," Decision in New

York on arrangement of parts, 1149
Defects in multiple-unit control equipment

[Squier], *738
Field control discussed, Illinois Association,

1126; [Hershberger], *1178
Finger adjustment for drum controllers

[Overman], *276
Flexible conduit for car wiring, Philadelphia,

*791

Gage for adjustment of controller fingers

[Parsons], *615

Grid resistor tests, *505, c 1048

Liquid rheostat in locomotive service [Hall],

*313

Maintenance of controller handle bushings

[Ransom], *961

Maintenance of motor leads [Ransom], *1 194

Motorman's auxiliary control board, Indian-
apolis, Columbus & Southern Tr. Co.
[Buchmann], *701

Porcelain insulators for suspending grids at

Hazleton, Pa. [Brown], "1144

Repairs in Los Angeles [Clark], *278

Resistance grids of welded east iron, Penn-
sylvania R. R. [Rav], *322; Durability
[Ray], c 407

Series-parallel on line car at Vancouver, B.

C. [Lloyd], *461

Shop methods for controller maintenance

[Ransom], *701

Conventions, Overlapping dates for, Comment,
1117

Copper production by countries, 94
Copper shortage in Germany, 38

Corea :

Chosen Light Rys. & Tramways:

Financial statement, 287
Corning, N. Y. :

Corning & Painted Post Ry. :

Public Service Commission permits
motor bus competition on through routes,
334

Corpus Christ), Tex.:

Corpus Christi Ry. & Lt. Co.:

One-man car operating experiencei
[Locher], 946

VI

INDEX

[Vol. XLVII

Corpus Christi, Tex.:

Corpus Christi Ry. &• Lt. Co.: (Continued)

One-man car operation authorized by Council,

424

Corrugation of Rails (See Rails)
Cost-efficiency, Compared with energv-efhciency,
697

Cost estimates on unit-time basis [Fuller], *80
Costs reduced at expense of good workmanship,

Comment, 298
Couplers:

Electro-magnetic couplers introduced in Ger-
many, 742

Jumper and air connection permitting quick

coupling, Binghamton Ry., *508

M. C. B. standard adopted, Comment, 1165

Cuba:

Jucaro & Moron Ry. :

Gasoline motor cars to replace steam
equipment, 968

Culverts :

■ Hydrostatic tests of corrugated [Fowler],

*914

Tested under a sand bed [Fowler], *964

Cumberland, Md.:

Cumberland &- Westernport Elec. Ry. :

Names instead of numbers proposed for
motormen and conductors, 582

Cumberland County Pr. & Lt. Co. (See Portland,
Me.)

Current collecting devices:

Bow trolleys introduced in Switzerland, 326

■ Discussion on collection of high-tension direct

current [Potter], 779
Friction in trollev bases, Method to prevent

["Vulcan"], *174

Trolley shoe (Miller), *829

Curtains for cars. Develomnent of automatic

[Forsyth], *133

D

Dallas, Tex.:

Appraisal and maintenance figures, Local

electric railways, 621

Dallas Consolidated Elec. Street Ry.:

Bonus for accident prevention, 478
Scientific selection of employees [Ger-
hardt], 943, *996, c 1046; Comment,
935

Skip-stop recommended, 335

Election results, 707

Franchise situation, 327, 513, 748

Option taken on traction, terminal and light-
ing properties, 1016
Preliminary report on traction situation pre-
sented, 417

Southern Traction Co.:

Methods of developing interurban traffic

[Griffin], 993
One-man car operation at Waco, Tex.

[Stichter], 25; Comment, 9
Sale to St. Louis Union Trust Co., 879

Valuation controversy with public utilities,

1151

Wage increases to employees by several com-
panies, 184

Davenport, la.:

Tri-dty Ry.:

Reducing power consumption, Methods

and results [Skelley], *813
Repair shop methods [Sutherland], 901
Wage increase, 1153

Dayton, Ohio:

Commission-manager government discussed

[Waite], 452

Dayton & Troy Elec. Ry.:

Complaint against Western Ohio Ry.
on division of freight receipts dis-
missed, 800

Oakvvood Street Ry. :

Educational exhibit at industrial ex-
position, *857
Oecatur, Ind:

Ft. Wayne & Springfield Ry.:

Reorganized under name of Fort Wayne
& Decatur Tr. Co., 474; Rehabili-
tation plans, 1057
Settlement of claims by receiver, 288

Defective materials, Liability for. Comment, 589

Delaware & Hudson Co. (See Albany, N. Y.)

Deliveries of cars and parts in 1916, 19; Com-
ment, 67; [Hawley], c 172; [Hanna],
c 219

Delta Lt. & Tr. Co. (See Greenville, Miss.)
Denver, Col.:

Denver Tramway Co.:

Bonds and bonding practice [Eveland],

966

New route signs, *1143
New trademark adopted, *450
Frize offered for name of company pub-
lication, 477, 519
Rush-hour traffic handling [Beeler], 353

Des Moines, la.:

Des Moines City Ry.:

Franchise provisions, Digest of, 205
Franchise vote upheld by State Supreme

Court, 227
Front and center door cars, *948
Plans for refinancing, 332
Rerouting plans, 671

Detroit, Mich.:

■ Car-capacity ordinance passed by council, 61

Detroit, Mich.: (Continued)
Detroit United Ry. :

All-steel, single-end, prepayment motor
cars, *225

Annual report, 286

Dividend declared, 838

Electric Railway Service begins inter-
urban edition, 146

Experimental transfer-printing machine,
841

Methods of stimulating traffic, 783
Mileage of cast iron and steel wheels,
1051

New positions created to effect service

improvements, 145
Public urged to buy stock, 419
Rerouteing plan submitted, 801
Skip-stop discontinued, 60
Track material ordered, 1915, 279
Wage conference, 330; Increase, 419
Women suggested as platform employees,

628

Municipal ownership defeat discussed by

Samuel Gompers, 469
— • — Traffic relief plans, 329
Diesel engines:

Cost-efficiency compared with energy-effi-
ciency, 697

Operating data, Texas plants, 619

Dominion Power & Transmission Co., Ltd. (See
Hamilton, Ont.)

Doors, seats and windows:

Automatic car curtain, Development [For-
syth], *133

Door and step control, Manually operated,

Buffalo & Lake Erie Tr. Co. (National
Pneumatic Co.), *660

Inexpensive door-opening device at Trenton,

*1053

Mechanical door and step operating device

for center-entrance cars, Richmond, Va.

[Taurman], *1008

Sanitary seat back covers [Fischer], *322

Storm shield for motorman's window (Clear

Vision Shield Co.), *137
Dubuque, la.:
Union Electric Co.:

Cars remodeled for one-man operation,
61

Ordinance against one-man cars passed,
755

Duluth, Minn.:

Duluth Street Ry.:

Endless chain ticket scheme revived, 755

Duluth-Superior Traction Co.:

Annual report, 1059

Low fare order rescinded, 840

Dynamic balance, Testing machine [Dynamic Bal-
ancing Machine Co.], *742

E

Earnings of electric railways:

January and February, 1915 and 1916, Com-
pared, 973

First quarter, 1915-1916, compared, 1203

Last quarter of 1915, 796

March, 1916, 1203

Years of 1914 and 1915 compared, 750, 838;

Comment, 722, 808

Years of 1914 and 1915 compared, 750; Com-
ment, 722, 808

East Liverpool, Ohio:

East Liverpool Ry. & Lt. Co.:

Wage increase, 874

East St. Louis, 111.:

East St. Louis & Suburban Ry.:

Load-dispatching system [Clapp], *156

Education, Cooperative, In electric railway work
[Wilson], *724, [Cameron], c 823, Com-
ment, 723, 807

Electric railways:

"Daylight saving" and traffic, Comment, 1118

Duty as an educator, Comment, 808

Earnings of (see Earnings of electric rail-
ways)

Fake promoters, Comment, 635

Needs of [Henry], 244; Comment, 808

Officials, Method of handling work, Com-
ment, 807

— — Preparedness movement [Drew], c 782,
Comment, 761

Problems of [Doolittle], 1035, [EwingJ, 600

Subways, Responsibility for fixed charges

when surface line capacity is exceeded
[Brush], 263
Supplies, Cost increasing, 471, 578; Com-
ment, 431
Electric Railway Journal:

Maintenance Issue, Comment, 590

Reporting conventions, Comment, 984

Service to the industry during 1915, Com-
ment, 1
Electrolysis:

American Waterworks Association report,

1129

— — Conference at Atlanta, Ga., 859, 960

Effect with infrequently reversed currents,

563

Electrolysis mitigation, Pamphlets issued by

National Bureau of Standards. 168

Three-wire system in Los Angeles, Cal.,

*395; Comment, 389

Elevators for London (Eng.) subway stations,
Automatically controlled, 350

(Abbreviations: * Illustrated, c Correspondence.)

Elmira, N. Y.:

Elmira Water, Lt. & R. R. Co.:

Changes in security issues, 142, 287
Empire United Rys. (See Syracuse, r\. Y.)
Employees:

Bonus during war, Southwest Missouri R. R.,

747

Bonus distributed under profit-sharing plan,

Washington Ry. & Elec. Co., *74

Compulsory health insurance, Report by Na-
tional Civic Federation, 603

Cooperative education [Elliott], c 1047

Duty of railway as an educator, Comment,

808

Grievances of employees, Methods of re-
moving, Comment, 155

Group insurance arranged for employees at

New Bedford, Mass., 104

Group insurance plan, Jamestown, N. Y.,

755

Insurance discussed, N. Y. E. R. A., 448

Manners of platform men [Will], c 781;

Comment, 635
Methods of selecting and training trainmen,

Waterloo, Cedar Falls & Northern Ry.

[Lamb], 900

Names instead of numbers proposed at Cum-
berland, Md., 582

Physical examinations for employees. 908

School for platform men at Louisville, Ky.,

*1043

Scientific selection [Gerhardt], 943, *996;

Comment, 935; [Gerhardt], c 1046;
[Lawson], c 1046

Shortage due to war, Comment, 525

Training platform men [Heindle], 954

University courses planned for United Rail-
roads' employees, 54

Wage increases:

Alliance, Ohio, 794

Brooklyn Rapid Transit Co., 53

Buffalo, N. Y., 1152

Chicago Elevated R. R., 1104

Chicago Surface Lines, 1104

Citizens Traction Co., 874

Cleveland Rys., 873

Columbus Ry. Pr. & Lt. Co., 874

Connecticut Co., 1013

Cumberland County Lt. & Pr. Co., 1057
Dallas, Tex., 184
Detroit, 419

East Liverpool Ry. & Lt. Co., 874
Frankford, Tacony & Holmesburg Ry.,

874

Harrisburg Rys., 874
Interborough Rapid Transit Co., 53
International Ry., 1012
Kansas City, Clay County & St. Joseph
Ry., 99

Lowell & Fitchburg St. Ry., 285

New York Rvs., 53

N. Y. State Rys., 874

Northern Ohio Tr. & Lt. Co., 1057

Ohio Electric Ry., 874

Omaha & Council Bluffs St. Ry., 1058

Philadelphia Ranid Transit Co., 832

Pittsburgh Rys., 872

Public Service Ry., 971

Reading Transit & L.. Co., 622

Rhode Island Co., 30

Saginaw-Bay City Ry., 1200

Scranton Railway, 794

Shore Line Elec. Ry., 1101

Springfield & Xenia Ry., 874

Third Avenue Ry., 53

Toledo Rys. & Lt. Co., 745

Tri-City Ry., 1153

United Railways, 709

LTnited Traction Co., 923

Virginia Rv. & Pr. Co.. 230

Western Ohio Ry., 1152

Wilmington & Philadelphia Tr. Co., 229

Worcester & Warren Street Ry., 1153

York Rys., 874
— ■ — Wage increases and rates, Comment, 723
Welfare work:

Brooklyn, N. Y., Savings and loan de-
partment planned, 383

Mutual benefit association formed at
Morristown, N. J., 502

Pension plan, Omaha & Council Bluffs
Street Ry., 106

Pension system, Interborough Rapid
Transit Co., 620
Women suggested for platform work at De-
troit, Mich., 628
Workmens' Compensation law, Third party

liability, New York, Comment, 448, 888
Energy capacity of human being, 698
Energy consumption:

Ampere-hour meters, Results on Annapolis

Short line [Crouse], *413

Analysis of various elements. Comment, 1167

Car operation efficiency [Wynne], c 173,

[Layng] *690

Coasting, Effect on efficiency in car opera-
tion [Potter], c 218

Coasting record in graphic form, Boston Ele-
vated Ry., *95

Coasting recorder maintenance cost, Inter-
borough Rapid Transit Co. [Doyle], c 215

Coasting recorders adopted, Pacific Electric

Ry., 326

Coasting, Theoretical analysis of [Chappelle],

*116; Comment, 112

Discussion at Illinois Electric Railway Asso-
ciation convention, *685, 732
arrangement, 1149

•

January- June, 1916]

INDEX

VII

Energy consumption: (Continued)

Economy of pause on series notch [Putnam],

c 654

Effectiveness of coasting recorders at Ft.

Worth, Tex. [Berry], 946

-Efficient car operation [Arthur], c 781

Energy input method of determining motor-
men's efficiency [Chappelle], c *695

Field control motor tests [Johnson], 1183

'Maintenance costs of coasting recorders,

Jacksonville Traction Co. [Yander Veer],
c 172

Motormen's efficiencies determined by energy-
input [Koehler], c *367

New meter (Sangamo), *704

Power mileage meter (Elec. Ry. Improve-
ment Co.), *509

Power saving by training men, Aurora, Elgin

& Chicago R.R. [Gillette[, 732

Starting currents of interurban car motors

[Ewing], 90

Test, Rochester low-level, light-weight car,

*767

Watt meters at Davenport, la. [Skelley], *813

England. (See Great Britain)
Erie R.R.:

Cost of adding auxiliary contact wire,

Rochester-Mt. Morris, 466
"Dead -man s button," Commission decision

on arrangement, 1149
Estimating costs on unit-time basis [Fuller], *80
Evanston, 111.:
Evansville Rys. :

Hot floor oil, Substitute for paint, 411
Evansville, Ind.:
Evansville Rys.:

Automatic damper regulator test (Mc-
Donough), *869
Public Utilities Co.:

Grinding commutators [Leavitt], *788

Wrecking car equipment, *1196
Everett, Wash.:

Everett Ry. Lt. & Water Co.:

Permission to operate one man cars re-
quested, 384

Export trade :

Combination for expansion. Comment, 936

Government co-operation. Comment, 241

Restrictions discussed at Trade Convention,

274

F

Factory specials, Running empty, Comment, 111
Fares :

Auto-bus fares on Puget Sound Tr., Lt. & Pr.

Co. subsidiary line, *164
Copper zones in Norwich, Conn. [Perkins],

c *567, 1039
Copper zone system extended, Shore Line

Elec. Ry., 424
Distance system proposed [Harvie], 449;

Comment, 433
Effect of increased fares on revenue [Doolit-

tle], 1035

Fare increases and reasonable rate of return,

Comment, 197

• German electric railways agitating for in-
crease, 1124

Increases:

San Diego & Southeastern Ry., 104
Tacoma Ry. & Pr. Co., 1111
Toledo Rys. & Lt. Co., 745, 833; Com-
ment, 721

Increase at Waupaca, Wis., modified, 627

Increase in Massachusetts suspended, 715,841

Los Angeles rate case, *862

Low fare order rescinded, Duluth-Superior

Tr. Co., 840
Reduction for school children refused by

Massachusetts commission, Blue Hill

Street Ry., 103
Reduction ordered by I. C. C. between Steu-

benville, Ohio and Follansbee, W. Va.,

669

Requirements in Cleveland to meet cost of

operation [Nash], 455
Sale of eight tickets for 25 cents without

transfer, Discontinued at Vancouver,

B. C, 512

Three-cent fare petition in Hoboken, N. J.,

before State Commission, 384

Trenton & Mercer County Tr. Co., Strip

ticket order, 335; Petition against, 477,
628

Valuation brief in fare case filed by Jackson-
ville (111.) Ry. & Lt. Co., 731

Zone system:

Authorized for all Indiana interurban
lines, 799

Groton & Stonington Street Ry., Autho --

ized by Commission, 1089
Norwich, Conn., Discussion [Perkins],

*567, 1039
Proposed for New York rapid transit

trains on Long Island R.R. track,

478

Fare collection:

Cash receipt holder (MacDonald Ticket &

Ticket Box Co.), "51
Facilities for fare collection in Rochester

low-level car, *764; Comment, 763
Fare box that counts five kinds of fares

(Johnson Fare Box Co.), * 1 36
Methods discussed, [Harvie], 449; Com-
ment, 433

Fare collection : (Continued)

Methods of fare collection on one-man cars

[Funk], 20; [Tinsley], 20; LHallerJ,
*21; [Fowles], 24; [Knox], 24; [Reid],
*24; [Dickson], 25; [Waggoner], 25;
[Claggett], 25; [Stichter], 25; Com-
ment, 9

Method on one-man cars, Electric Supply Co.

of Victoria, Ltd. [Pringle], c 172
Motor-driven coin register revolutionizes fare

collection, Boston Elevated Ry., *77
Register-operating mechanism combined with

conductor's seat,' Manhattan & Queens

Tr. Corp'n [Sherwood], * 1 74
Three fare collectors per car at congested

points in Kansas City, 800

Feeders:

Cast-iron junction for iron pipe and clay

duct, *280

Insulator for use on curves (Anderson Mfg.

Co.), *281

Protection by automatic current-limitation

[Howard], *603
Return feeder system, Interborough Rapid

Transit Co. [Gross], *160
Three-wire system in Los Angeles, *395;

Comment, 389
F"enders and wheelguards. (See Pilots)
Fifth Avenue Coach Co. (See New York City)
Financial :

Accounting for rents; Comment, 11

Adequate return on investment [Thome], c

567

Analysis of N. Y. State electric railway bond

issues, 407

— ■ — Bankers profits in financing security issues,

Comment, 342
■ Boston Elevated Ry. appeals to Governor for

special commission to examine need for

increased revenue, 1016; Comment, 984;

Commission appointed, 1107
Business conditions, Forecast for 1916 as

compared to 1915, 100, *127
Business improvement during 1915, Comment,

10

Comparison of freight and passenger receipts

for five years on interurban line, *347
Comparison of operating results of territorial

groups of electric railways, 421
Control of interstate utility capitalization by

commissions [Heilman], 1042
Depreciation of overhead charges [Arnold],

498

Determining if proposed improvements will

pay [Burr], c 1047
Earnings and operating statistics for Massa-
chusetts lines, Report of Public Service

Commission, 141
Earnings of electric railways in New York

State, 309
Earnings of electric railways:

For year 1915, 838

January and February, 1916, 973

Last quarter 1915, 79.6

March, 1916, 1203

Years 1914 and 1915 compared, 750;
Comment, 722, 808

Effect of labor costs, service standards and

fares on revenue [DoolittleJ, 1035

Electric railway securities unpopular, Com-
ment, 847

Handling accident reserve accounts [Ander-
son], 955

Investment in electric railways; Competition

with other forms [Willcox], 260; Com-
ment, 241

Mail transportation expenditures. Electric

and cable cars, Government report for
1915, 131

Massachusetts Railways, Return on invest-
ment [McGrath], *256; Comment, 243

Monograph "Cost of Llrban Transportation"

[Doolittle], Comment, 526

New issues, Decrease in 1915, 835; Comment,

808; Increase first quarter 1916, 835

New securities, Tabulation various classes,

1914 and 1915, 835

Plan to finance new construction at Fresno,

Cal., 472

Protecting utility securities, Co-operation of

investors, 974
■ Rate of return [Mortimer], 253; Comment,

243

Rate of return, Report by Boston (Mass.)

Chamber of Commerce, 494
Relieving the investor's uncertainty [Bauer],

491 ; Comment, 484
Returns in unregulated industries, Comment,

678

Rising cost of railway capital, Comment, 389

Securities maturing, Amount in 1916, 1917,

1918, 863

Security holdings of banks, 379; Comment,

341

Security issues, Attitude of Wisconsin Com-
mission [Geisse], 602

Subways, Responsibility for fixed charges

[Brush], 263

Utility securities discussed [Babson], 579

Valuation brief, Jacksonville (HI.) fare case,

731

Fire protection and insurance:
— Better protection needed, Comment, 635

Carhouse protective equipment, Importance

of, 209

(Abbreviations: * Illustrated, c Correspondence.)

Fire protection and insurance: (Continued)

Extinguisher tested unexpectedly at Omaha,

Neb., 1195

Grounded motor insurance reduced in In-
diana, *95; Comment, 111

Gasoline tire hazard, Method for reducing, 84

Reducing insurance rates at Columbus, Ohio,

564

Fitchburg, Mass.:

Lowell t\ Fitchburg Street Ry.:

\\ age increase, 285
Flange oiler [Lister], *700

f loors, Platform, Hot oil as substitute for paint,

Folders and timetables for stimulating traffic

LGreene], "351
Foreclosure sales of electric railway properties in

1915, 38
Fort Smith, Ark.:
fore smith Lt. & Tr. Co.:

Car operation over bridge, Agreement
signed, 98; Uperating contract, 420
Jitney regulatory ordinance upheld by State

supreme Court, 235
Ft. Wayne & INortliern Indiana Tr. Co. (See

Lafayette, lnd.; Fort Wayne, lnd.)
Fort Wayne, Ind.:

Fort Wayne & Northern Indiana Tr Co.:

Strike settled, 971
Ft. Wayne & Spnngneld Ry. (See Decatur, lnd.)
Fort Worth, Tex.:
Northern lexas Tr. Co.:

Experience with cuasting recorders
[Berry], 945

Improvised car for use during flood,

*1009

France :

Midi Railway:

F-iectr.c locomotives and power stations,
'1040

Franchises:

Jburocns in Oakland, Cal., 664

Franchise provisions, JJes Moines City Rv..

205

Perpetual grant by Cincinnati to West End

Kapid i rans.t Co., 875
Theory of puOhc utility franchises L McLean I,

899

Frankford, Tacony & Holmesburg Ry. (See

lacony, Jra.)
Freight and express:

Building up prontable freight traffic at Port-

lanu, Ale., [vvooq], '4So; Comment,
485

Comparison of freight and passenger rece.pts

tor hve years on interurban fine, '34/
Co-operation ot employees to increase freight

tramc, F'etaluma Santa Kosa Ry., *1079
Co-operation or steam and electric roads,

Comment, 1071
Cost of eiectric express building, Bay State

Street Ry., 574
Damage to ireigiit, Method for reducing,

Comment, lsJ
Decision in Huntington, N. Y., abandonment

case, 928

Direct routing of farm produce to city mar-
kets by mteruroans, Comment, 390

Express service hampered by internal revenue

stamps, 500

— freight handling by electric railways, Diffi-
culties of [Oonzenbach], 75; Comment, 67

Freiglit handling to increase interurban rail-
way revenue, Loramtnt, 69
Freight operation on Lewiston (Me.), Au-
gusta & Waterville Ry. [Wood], c 1190

Freignt stations ot Cumberland County Pr. &

i-t. Co. and Lewiston, Augusta & Water-
ville Street Ky. [Wood J, *488

Handling shipments of berries on Louisville

& Interurban Ry., 1159

Increase in freight traffic at Kansas Citv

Kan., 716

Package express service begun, Milwaukee

Eiec. ky. & Lt. Co., 145

Rates and service at York, Pa. [Wayne], 956

— Relative growth in five years on interurban
lines, *87

Terminal market at Los Angeles for inter-
urban roads, "782
— Traffic stimulation on Scranton & Bingham-
ton K. R., 940
Freight rates:
— Louisville & Interurban Ry., loint freight
rates with motor-bus line, 7~15; Arrange-
ments, 754

— Ohio F'uoiic Utilities Commission dismisses
Dayton & Troy complaint, 800

— Rate adjustment to increase freignt traffic on
eiectric railways, Comment, 153
Fresno, Cal. :

Fresno Interurban Rv.:

Plan to finance new construction, 472

G

Galesburg, 111.:

Galesburg Ry., Lt. & Pr. Co.:

Banquet to Foster Hannaford, 284
Power plant improvements, Plans for
376

Galveston, Tex.:
— Galveston-Houston Elec. Co.:
Financial statement, 667

VIII

INDEX

[Vol. XLVII

Gary, Ilobart & Eastern Tr. Co. (See Hobart,

Ind.)
Casoline cars:

"Mallet" type for Southern Utah R.R. (Mc-

Keen), *1099
New Zealand Government Railway, 200-hp.

locomotive-coach, 368

Supercede steam trains in Cuba, 968

Gears and pinions:

Split vs. solid gears, Comment, 1027

General Electric Co., Financial statement, 837
Georgia Ry. & Pr. Co. (See Atlanta, Ga.)
Germany :

Copper shortage due to war, 38

Electro-magnetic couplers introduced, 742

J 124

Fare increase for electric railways agitated,

Fare increase asked, 840, 881

Increase in tramway accidents since war be-
gan, 612

Girard, Pa.:

Cleveland & Erie Ry.:

Light-weight interurban cars [Palmer],
*656

Reclaiming GE-57 motors, Method for
[Palmer], *132

Semi-ventilation of GE-57 motors in-
creases service capacity [Palmer],

•223

Good service, Comment, 196

Government ownership of railroads [Prouty], 38
Government ownership (See also Municipal

ownership)
Grand Rapids, Mich.:
Commonwealth Pr., Ry. & Lt. Co.:

Annual report, 837

■ Grand Rapids, Grand Haven & Muskegon

Ry.:

I. C. C. decision in fare case, 582
Grand Rapids Ry. :

Advertisement reviews company's record
and needs, 146
Great Britain:

Accident increase due to war, 894

Bradford City Tramways:

Kailless trolley battery vehicle, 1099
Tramway school attended by women,
513

Dublin & Blessington Tramway:

Gas-electric car operated, 280

Keighley Corporation Tramways:

Trackless trolley costs compared with
motor bus, 442

Lancashire & Yorkshire Ry.:

Electrification between Manchester and
Bury, *435; Comment, 432

London :

Letters from, 52, 282, 467, 662, 919, 1055
London City Council Tramways:

Study of rail corrugation [Sayers],

*786

London Underground Electric Rys. :

Annual report, 1202

Automatically controlled elevators
for subway stations, 350
Motor bus operating costs [Goodyer], c

218

Results of pooling transportation lines
receipts, 713

London & Northwestern Ry.:

Traffic increase since electrification, 790

London & Southwestern Ry.:

Service improvements from electrifica-
tion, 613

London, Brighton & South Coast Ry.:

Electrification proceeding, 608

Newcastle Tramways:

One-motor, coupled cars, 960

New security issues. 876

Northampton Tramways:

War-time precautions shorten working
hours. Strike averted, 1041

Great Northern R. R. :

■ Proposed electrification of Minneapolis term-
inal, 330

Greencastle & Waynesboro Street Ry. (See

Waynesboro, Pa.)
Greenville, Miss.:
. Delta Lt. & Tr. Co.:

One-man, double-end, single-truck cars
[Claggett], 25; Comment, 9
Greenwood, Ind.:

- Indianapolis, Columbus & Southern Tr. Co.:

Motorman's auxiliary control board

[Buchmann], *701
Steel siding substituted for wood
[Buchmann], *569
Groton S: Stonington Street Ry. (See Mystic,
Conn.)

H

Hamilton, Ohio:

Cincinnati, Dayton & Toldeo Tr. Co.:

Bondholders' committee statement, 288
Receiver applied for, 1017, 1061

Hamilton, Ont., Can.:

Dominion Pr. & Transmission Co., Ltd.:

Annual report, 667
Hannibal, Mo.:

Hannibal Ry. & Elec. Co.:

Service case, Decision reached by com-
mission, 145
Harrisburg, Pa.:
• Harrisburg Rys.:

Wage increase, 874

I lattiesburg, Miss.:

Hattiesburg Traction Co.:

Exciter set used for track welding, 1099
Havana, Cuba:

Havana Elec. Ry., Lt. & Pr. Co.:

Annual report, 1154
Haverhill, Mass.:

Massachusetts Northeastern Street Ry. :

Fare case, 477; Increase suspended, 715
Hazleton, Pa.:

Lehigh Traction Co.:

All-steel, center-entrance, prepayment
cars, *178
- — Wilkes-Barre & Hazleton Ry. :

All-steel interurban cars, passenger and

baggage, *810
Jigs used in repair shop [Brown], *913
Porcelain insulators for suspending re-
sistance grids [Brown], * 1 144
Heating of cars:

Chart showing effect of heaters on energy

consumption [Seely], *689
Heater with porcelain ventilator support

(Consolidated), *180

Heating boilers for electric locomotives, *1080

New heater (Consolidated), *574

New thermostat control (Consolidated), *509

Tests on Schenectady Ry. [Abell], 405;

[McElroy], Discussion, 446
Heavy electric traction:

Discussion by A. I. E. E. on Norfolk &

Western Ry. operation, *311

• — -Electric locomotive drives [Shepard], 1085;

Comment, 1072
Electrification for freight service, Com-
ment, 5

Electrification for Montreal docks proposed,

771

Electrification in 1915, Statistics, 32; Com-
ment, 2

Electrifying steam roads, Opportunities for

economy in operation [Armstrong], 28;
Comment, 5

Energy supply for steam railroad electrifica-
tion, Discussed, N. E. L. A. convention,
1001

Growth in electrification since 1895, 225

Inductive interference, Comment, 299

Large vs. small locomotives, Comment, 113

Load factor, Influence on steam and electric

locomotive operation, Comment, 1073

Locomotives (See Locomotives)

New York Central R. R., West-side Improve-
ment in New York City, Agreement,
181; Comment, 153; Plans, 747, *815 1
Hearing, 921

Power distribution problems in future elec-
trifications [Shepard], 29; Comment, 5

Profitable electrifications, Comment, 343

Purchased power for steam railroad electri-
fications, Comment, 1029

Relative advantages of the three systems used

in the United States [Storer], 168

Salvage values from steam locomotives in

electrification. Comment, 390

Saving by electrification of switching service,

Chicago [Gibbs], 604
Some aspects of [McHenry], 26; Comment, 5

Switching service, Economy of electric loco-
motives. Comment, 431

LTnevaluated factors in electrification [Her-

shey], 456

High-tension d.c. railways:

Early experiences on Chicago, Milwaukee &

St. Paul, *638

Electrification between Manchester and Bury

(Eng.), 1200 volts, third-rail, *435; Com-
ment, 432

— Operating notes, C, M. & St. P. Ry. [Arm-
strong], *1130

Regenerative braking tests on the Chicago,

Milwaukee & St. Paul, 84

Standardization at 5000 volts suggested

[Renshaw], 777; Discussion [Potter],
[Sprague], [Armstrong], [Davis], 779;
Comment, 762

1500-volt passenger and freight line between

Gait and Brantford, Ont., *986

Hill, John A., Death of, *202; Comment, 195

llillsboro, 111.:

Southern Illinois Lt. & Pr. Co.:

Automobile decision, 627
Hobart, Ind. :

Gary. Hobart & Eastern Tr. Co.:

Receiver applied for, 422
Hoboken, N. J.:
Public Service Ry.:

Demand for 3-cent fare before State

Commission, 384, 520, 841
Hocking Valley R. R., Twin tickets at lower rate

abandoned, 800

Holland:

— New electric railways proposed, 1149
Holton Interurban Ry. (See Redlands, Cal.)
Holyoke, Mass.:

Holyoke Street Ry.:

Municipal ownership bill opposed, 468;

Report, 577
Wage arbitration, 285, 330, 378, 577, 875
Honolulu, Hawaii:

Honolulu Rapid Transit & Land Co.:

Stock increase, Opposing injunction dis-
missed, 473

Hose coupling for repairing failures, *326

Houston, Tex.:

Houston Electric Co.:

Financial statement, 668

President's address at Southwestern
Electrical & Gas Association con-
vention, 991

Repair shop methods [Bennett], 992

Street railway paving [Archibald], 996
Hudson Valley Ry. (See Glens Falls and Sara

toga)

Huntington, W. Va.:

Ohio Valley Elec. Ry. :

Separate car for women, 520

I

Illinois :

Commission decision on valuation in Spring-
field gas case, 1002

Hearings to standardize baggage charges and

handling methods begun before Public
Utilities Commission, 1063

Jitneys must secure certificate of convenience

and necessity, 882

Jurisdiction of Public Utilities Commission

over Chicago railways, Denied by circuit
court, 1056; Appeal by commission, 1104

Legislature to investigate public utility regu-
lation, 577

News bulletin established by State Public

Utilities Commission, 794

Tentative rules for overhead electrical con-
struction issued by Public Utilities Com-
mission, 922

Illinois Electric Railway Association:

Annual meeting:

Proceedings and papers, 207

March meeting, *685; Papers [Chappelle] ,

686; [Lanphier], 687; [Thompson], 687;
[Johnson], *687; [Seely], *688; [Tin-
non], 689; [Layng], *690; [Gillette],
732; Comment, 677

June meeting, Proceedings, 1125; Papers

[Johnson], 1127; [Carhart], 1127;
[Hersberger], *1178; [Clough], 1181;
[Johnson], 1183

Illinois Traction System (See Peoria, 111.)

Improvements, Method of determining profitable-
ness [Burr], c 1047

Indiana :

Zone system authorized for all interurban

lines, 799
Indianapolis, Ind.:

Indianapolis & Cincinnati Tr. Co.:

Needs of electric railways [Henry], 244
Proposed improvements explained
[Henry], 746

Indianapolis Tr. & Terminal Co.:

Cataloging equipment facilitates work,

[Clark], *739
Experience ordinance declared unconsti-
tutional, 1011

Terre Haute, Indianapolis & Eastern Tr. Co.:

Departmental expense statements [Hix-

son], *1176
Sanitary water cooler with isolated ice

chamber [Duncan], *616
Signal maintenance, System for [Schles-

inger], *45
Through service to Zanesville, Ohio, in-
augurated, 754
Inspection of cars:

Lamp trolley for car house [Reinke], *867

International Ry. (See Buffalo, N. Y.)
Interborough Rapid Transit Co. (See New York

City)

Interstate Commerce Commission:

Accidents on electric railways during 1915,

Report, 210

Changes suggested, Committee of Philadelphia

business men, 816

Decision in Grand Rapids fare case, 582

Uniform system of accounts for electric rail-
ways, Questions and answers, 515, 1104

Interurban railways:

Physical limitations impede growth, Com-
ment, 69

Spain, Voltages used, 372

Iowa Electric Ry. Association:

Convention proceedings, 895; Papers [Find-
ley], 896; [McLean], 899; [Lamb], 900;
[Sutherland], 901; Closing session, 950

Iowa Ry. & Lt. Co. (See Cedar Rapids, Iowa)

Iowa Street & Interurban Ry. Association (See
Iowa Electric Ry. Association)

Iowa:

Financial and operating statistics for inter-
urban railways, 232
Iron, Method of producing in pure form, 76
Iron ore, Production in 1915, 1079

Italy:

Electrification projects for state railways, 137

Genoa:

Genoa-Ovada Ry.:

Electrification plans approved, 868

Rome:

Municipal Tramways:

Extensions proposed, 373

(Abbreviations: "Illustrated. c Correspondence.)

January-June, 1916]

INDEX

IX

J

Jackson, Mich.:
Michigan Ry.:

Biographies of new officials, 229

Consolidated lines in Michigan under
lease, 57

Freight traffic increasing, 755

New officials appointed, 99

Officers elected, 285

Using 1200 volts instead of 2400, 577
Jackson, Miss.:
Jackson Lt. & Tr. Co.:

Safety talks printed in newspapers, 753
Jacksonville, Fla.:
Jacksonville Traction Co.:

Coasting recorders, Maintenance cost ot
[Vander Veer], c 172
Jacksonville, 111.:
Jacksonville Ry. & Lt. Co.:

Valuation brief filed in fare case, 731
Jamestown, N. Y. :
Jamestown Street Ry. Co.:

Contact signals installed (Chapman),
*741

Employees group insurance plan, 755
Jitney bus: (See also Motor bus; Automobile com-
petition)

Artists' idea of competition, *1173

Atlanta, Ga., ordinance sustained, 519

Atlantic City requires regulation, 291

Bakersfield, Cal., ordinance upheld at special

election, 235; Operations suspended, 291
Bonding companies decline jitney business in

the State of Washington, 104
Bonding law upheld in State of Washington,

715

Bristol (Tenn.) line fails, 235

Case against jitney stated by newspapers,

1019

Cause and effect on railways [Cooper], 39

Certificate of convenience and necessity

necessary in Illinois, 882

Commission ruling in Pennsylvania, 928

Common carrier decision in Pennsylvania,

627

District-exclusion ordinance, San Diego,

Cal., 105

Economics of [Nash], 1184

Effect in Wilmington, Del. [Heindle], 905;

Comment, 887

Effect on railroads in Calif or^a, 928, 1206

Enforcing regulations in Philadelphia [Fair-
child], 905; Comment, 887

Enjoined in Memphis, Tenn., 583

Fort Smith, Ark., ordinance upheld by su-
preme court, 235

Illinois Commission decision on definition of

jitney, 627

Jitney victim fails to recover from Portland

(Ore.) Ry., 841

Kentucky legislation killed, 291

Legal points in operation of jitneys [Davisl,

905; Comment, 887
Licensing bill introduced in Massachusetts,

840; Signed, 1111
Muskogee (Okla.) ordinance in return for

improved service, 1207
Newark, N. J., ordinance vetoed, 105, 583,

1020

New Jersey law, 291, 478, 670

New Orleans, La., ordinance reversed by

Supreme Court, 716; Upheld by Federal

Court, 1110

Oakland, Cal., Expulsion from congested

zone, 235; Attempt to evade ordinance,
384; Ordinance enforced, 424, 672

Operators in Asbury Park, N. J., secure writ

to test legality of ordinance, 1064

Pacific Coast situation, 497

Portland, Ore., ordinance upheld, 147, 335;

Amended, 929

Proscribed zone in Tulsa, Okla., 1159

Railway starts suits against jitney owners in

Bellingham, Wash., 929

Record of operation at Kansas City, Mo.,

1915, *445

Reviving the jitney, Possibilities of, Com-
ment, 68

Reading, Pa., jitneys disappearing without

regulation, 1111

Rochester, N. Y., Hearings, 476, 628, 755,

839; Decline in numbers, *380; Appli-
cations of operators denied, 957; Com-
ment, 983

■ — —San Francisco, Cal., Traffic rules, 671; Grand
jury recommends elimination, 977

Scranton, Pa., Ordinance sustained, 188;

Commission statement, 672; Complaints
filed by railway, 905; Comment, 887

Springfield, 111., Ordinance restrained by in-
junction, 234

Statement by Paul Shoup on Long Beach,

Cal., situation, 715

Tampa, Fla., Ordinance, 1109

Topeka, Kan., Ordinances keep jitneys off

car streets, 1064; Operators' organiza-
tion disintegrates, 1207

Youngstown, Ohio, Ordinance upheld, 714

Joliet, 111.:

Chicago & Joliet Elec. Ry.:

Use of ampere-hour meter, Results ob-
tained [Tinnon], 689

K

Kansas City, Kaw Valley & Western Ry. (See

Bonner Springs, Kan.)
Kansas City, Kan.:
Kansas City-Western Ry. :

Increase in freight traffic, 716
Kansas City, Mo.:

Jitney bus, Record of operation, 1915, *445

Kansas City, Clay County & St. Joseph Ry.:

New interurban and work cars [Spell-
man], *1098
Safety meetings at public schools, 60
Wage increase, 99

Kansas City Ry. & Lt. Co.:

Receivers' sales of railway property of

Kansas City Ry. & Lt. Co., 381
Reorganization plan approved by Mis-
souri commission, 101
Sale of property under reorganization
plan decreed by court, 143

Kansas City Rys. :

Better-service suggestions asked from

employees, 800
Bridge construction and reconstruction,
1091

Catch basins installed in new and re-
constructed track, *967
Changes in officials' titles, 664
Corrugation of rails, Causes discussed

[Harvey], c 319
Experience with bolted flange-bearings

[Harvey], *1050
Factors in utility valuation [Kealy], 269
Fare problems discussed, 801
Franchise approval by Public Service

Commission, Comment, 111
Front end collectors to facilitate load-
ing, 800, 976
Increased cost of materials, 516
Near-side stop, Advantages as time saver

analyzed [Harrington], 169
New publication, 519

P. J. Kealy to be elected president, 284
Parking of automobiles, Regulation

sought, 62. 105
"Please report' signs removed from cars,

716

Policy outlined, 418
Publicity department organized, 469
Receiver discharged, 1017
Receivers' sale, 381
Restriction on bundle carrying, 1207
Rock slide delays operation through cut,
161

Traffic increase, 1207
Sale of tickets discontinued, 716
"White-gloved" squad for shopping dis-
trict, 105

Kansas City & Tiffany Springs Ry. :

Franchises granted for interurban in
Clay and Platte Counties, 183

Kentucky:

Assessments increased, 1104

Jitney bill killed, 291

Legislation affecting railways, 620

Workman's compensation law upheld, 1201

L

La Fayette, Ind.:

Fort Wayne & Northern Indiana Tr. Co.:

Analysis of stop duration [Ewing], *768;
Comment, 762

Traffic studies [Ewing], *355
Lancaster, Ohio:
Lancaster Tr. & Pr. Co.:

Maintenance of G.E.-800 motors [Smith],
*1095
Lancaster, Pa.:
Conestoga Traction Co.:

Watch-inspection system effects service
improvement, 189
Lancaster Southern Street Ry. (See Millersville,

Pa.)
Lebanon, Ind.:

Terre Haute, Indianapolis & Eastern Tr. Co.:

Babbitting jig eliminates hot journals

[Flatley], *1006
Home-made armature banding tensioner

[Flatley], *961
Winter and summer motor covers effect

economy [Flatley], *913

Legal :

City of Seattle held to business accountability

in attempt to revoke franchise, Seattle,
Renton & Southern Ry., 1102

Electric railway legal decisions, 743, 870

Liability for defective materials, Comment,

589

New procedure advocated in tort cases, 1013

Supreme Court decides against company in

St. Louis mill-tax case, 745

Supreme Court decision relieves United Rys.,

Baltimore, Md., from cost of repaving
track allowance, 971

Workmen's compensation law, Third party li-
ability, New York, Comment, 888

Legislation :

Brooklyn, 80-cent gas case. Comment, 888

Careless federal legislation, Comment, 1073

"Experience ordinance" in Indianapolis un-
constitutional, 1011
Stupidity in, Comment, 635

(Abbreviations; * Illustrated, c Correspondence.)

Legislation : (Continued)

Utility legislation in Wisconsin [Sanborn],

648

Lehigh Traction Co. (See Hazleton, Pa.)
Lehigh Valley R.R., Motor cars suggested for

light train service, Comment, 341
Lehigh Valley Transit Co. (See Allentown, Pa.)
Lethbridge, Canada:
Lethbridge Municipal Ry.:

One-man cars, Reconstructed from pay-
as-you-enter type [Reid], *24; Com-
ment, 9
Lexington, Ky. :

— ■ — Kentucky Securities Corp'n:

Annual report, 100
Lewiston, Me.:

Lewiston, Augusta & Waterville Street Ry.:

Building up profitable freight traffic
[Wood], *486; Comment, 485
Lighting of cars:

Independent storage-battery system, Lehigh

Valley Transit Co. [Cantlin], c 87

Large lamps, Economy of, Influence on car

wiring; Comment, 389

■ Storage-battery system of car lighting, Ad-
vantage of [Gelder], c 41

Lightning protection:

Lightning arrester system, Beaver Valley

Tr. Co. [Coffin], *88
Lima, N. Y. :

Lima & Honeyoe Lt. & R. R. Co.:

Foreclosure sale, 333
Lima, Ohio:
Western Ohio Ry.:

Wage increase, 1152
Little Rock, Ark.:

— —Little Rock, Pine Bluff & Eastern Tr. Co.:

Construction plans, 747
Loading limits for cars:

■ Brooklyn car-full order, Modification pro-
posed, 670

Car-capacity ordinance passed by Detroit

council, 61

Cleveland, Analvsis of overloading [Doolit-

tle], 362

Limits set in Milwaukee service order, 1158

Rush hour loading as affecting good service

[Beeler], 353
Lockport, N. Y.:

One-man car agreement with International

Ry. disapproved, 330; Disapproval with-
drawn, 841

Locomotives :

Chattering wheel slip [Eaton], *3 12

Cost-efficiency of electric, 697

Drives [Shepard], *1085; Comment, 1072

Freight, 600-1200-volt, Iowa Ry. & Lt. Co.,

*48

Fuel oil burner for steam heat on Chicago,

Milwaukee & St. Paul Ry., *829

Heating boilers, Development of, N. Y. Cen-
tral R. R., *1080

Lake Erie & Northern Ry., 60-ton, *986

Large vs. small, Comment, 113

Liquid rheostat [Hall], *3 1 3

Load factor, Influence on steam and electric

operation, Comment, 1073

Midi Ry., 1500-hp., single-phase, *1040

Norfolk & Western Ry.:

Motors and phase converters [Dobson],
*644; Liquid rheostat [Hall], *313

Operation on B. & O. electrification, *1074;

Comment, 1071

P. R. R. type, Maintenance costs, *1120;

Comment, 1119

Repair cost at Baltimore, Detroit and Port

Huron compared, Comment, 1072

Riding qualities, 442

Switching, Chicago, Milwaukee & St. Paul

electrification, *465

Switching service, Economy of electric, Com-
ment, 431

London, Ont., Canada:

London Street Ry. :

Financial statement, 516

Long Island City, N. Y.:

Manhattan & Queens Tr. Corp'n:

Conductor's seat and register-operating
mechanism combined [Sherwood],
*174

Steel track cleaner [Sherwood], *659
Long Island R. R.:

Commission refuses to order continuance of

unprofitable freight service, 928

Safety campaign resumed, 1064

Los Angeles, Cal.:

California Southern R. R. :

Operating plans, 358
Los Angeles Ry.:

Electrical repairs on controllers and
motors [Clark], *278
Pacific Electric Ry. :

Campaign by employees against motor
vehicles, 801

Coasting recorders adopted, 326

Direct routing of farm products to city
market, Comment, 390

Fare hearing, 1020

Titnev Crisis on Long Beach, Cal., lines,
715

Improvement plans, 376
N«w interurban cars between Los Ange-
les and San Bernardino, 105
Rate case, *862

Three wire system, Experience with,
*395; Comment, 389
Terminal market for interurban roads, *782

X

INDEX

[Vol. XLVII

Louisville, Ky.:

Louisville Ry. :

Annual report, 185

Bulletin of Louisville Board of Trade
boosts railway, 476

Car capacity ordinance defeated, 881

Cost comparison, Welded and mechanical
joints, 415

Derailment record over temporary cross-
over switches, 79

One man cars, Experiences with [Funk],
20; Comment, 19

School of efficiency and economy estab-
lished for platform men, *1043

Summer cars converted for winter use,
*415

Louisville & Interurban Ry. :

Plans for joint trolley and automobile
freight rates, 715; Arrangements,
754

Railway co-operation with newspapers,
106

Plan to maintain commercial standing by

building new interurbans,_ 1199

School janitors named as traffic officers, 928

Louisville & Northern Ry. & Ltg. Co. (See New

Albany, Ind.)
Louisville & Southern Indiana Ry. (See New

Albany, Ind.)
Lowell & Fitchburg Street Ry. (See Fitchburg,

Mass.)

Low tension d.c. railways:

B. & O. electrification. Details of operation,

*1074

Detroit River Tunnel, Maintenance methods,

*528; Comment, 525 ; Train detention
records, *850

Spotting service with electric locomotives,

Niagara Junction Ry. [Culbertson], *462

Lubrication :

Development of modern methods [Green],

*819

Lykens &- Williams Valley Street Ry. (See Potts-

ville, Pa.)
Lynchburg, Va. :
Lynchburg Tr. & Lt. Co.:

Accident fakir exposed, 477

M

Mahoning & Shenango Ry. & Lt. Co. (See

Youngstown, Ohio)
Mail transportation:

Government report for 1915 on expenditures,

Electric and cable cars, 131

Rate of pay. Proposal that Interstate Com-
merce Commission determine, 230

Mailing lists, Inefficient [Smaw], c 460; Com-
ment, 483

Maine :

Electric railway earnings, Commission's re-
port, 1155

Maintenance records and costs:

B. & O. electrification, * 1 0 7 9 ; Comment,

1072

Detroit tunnel locomotives and third-rail,

*528; Comment, 525
Maintenance costs of coasting recorders, In-

terborough Rapid Transit Co. [Doyle],

c 215

Mileage of cast iron and steel wheels, De-
troit United Ry., 1051

Motors, old and new, maintenance costs esti-
mated [Clough], 1181

P. R. R. locomotive maintenance costs, * 1 120,

Comment, 1119

Manhattan Elevated Ry. (See New York City.)

Manhattan & Oueens Traction Corp'n (See Long
Island" City, N. Y.)

Manhole strainer. Non-clogging, *325

Manufacturers' opportunity in presenting papers
at technical associations, Comment, 1166

Maps:

B. & O. R. R. electrification, *1075

Lake Erie & Northern Ry., *987

Michigan Central R. R., Detroit Tunnel, *528

Midi Ry. electrified lines, *1040

Maryland Electric Rys. (See Annapolis, Md.)
Massachusetts :

Abolition of Boston Transit Commission

favored, 709

Commission recommends repeal of excise

tax, 577

Fare increase suspended, 841

Financial and operating statistics of electric

railways, 141

Hearing on one-man cars, 335

Jitney bill, 840, 1064; Signed, 1111

Power costs of electric railways, 201

Public Service Commission:

Hearing on car design, 818

Reduction in membership recommended,
749; Opposed, 832, 872

Report, 139

Traffic problem report, 290
Utility bonds listed as legal bank invest-
ments, 57

Rate of return, Report by Boston Chamber

of Commerce, 494

Regulation discussed [McLeod], 651

Return on railway investments [McGrath],

*256; Comment, 243

State ownership rejected, 709

Trackless trolley bill passed, 1057

Massachusetts Northeastern Street Ry. Co. (See

Haverhill, Mass.)

Master Car Builders Association:
— Annual convention, Reports and exhibits,
1139

Master Mechanics' Association:

Train delay records, standard proposed,

1173; Comment, 1165
McAlester, Okla. :
Choctaw Ry. & Ltg. Co. :

Sale, 752
Meadville, Pa.:

Northwestern Pennsylvania Ry.:

Change in ownership, 581

Memphis, Tenn. :

Jitneys enjoined, 583

Memphis Street Ry.:

Emphasizes crossing rules, 1062
Shop repairs for automobiles damaged
by cars, *414

Meters:

Flow-meter, New form (Bailey Meter Co.),

*660

■ Graphic meter for heavy service (Esterline

Co.), *50

New watt-meter for use on cars (Sangamo),

*704

Power mileage meter (Elec. Ry. Improve-
ment Co.), *509

Metropolitan Street Ry. (See Kansas City Rys.)

Mexico City:

Mexico Tramways:

Bondholders' protective committee plans,
625

Deposit of bonds asked for, 926
Strike averted, 665
Michigan Central R. R. :

Maintenance on Detroit Tunnel electric

zone, *528; Comment, 525
Operating record of Detroit River Tunnel,

*850

Michigan City, Ind.:

Chicago, Lake Shore & So. Bend Ry. :

Results secured from use of automatic
damper regulator, *869
Michigan Ry. Co. (See Jackson, Mich.)
Millbury, Mass.:

Worcester Consolidated Street Ry.:

Portable engine for light service, *1010
Millersville, Pa.:

Lancaster X: Southern Street Ry.:

Receiver applied for, 422
Milwaukee, Wis.:

Milwaukee Elec. Ry. & Lt. Co.

Booklet distributed in cars, 291
New service order restricting loads, 1158
Package express service begun, 145
Service suit compromised, 476

Minneapolis, Minn. :

Twin City Rapid Transit Co.:

Editorial tribute to Mr. Goodrich, 97
Financial statement, 624
Near side stop adopted, 520
Overhead contact system, Construction

details [Vincent], *222
Publicity policy, 1021

Missouri:

Commission report discusses public relations,

969; Comment, 983
Missouri Association of Public Utilities:
Meeting, 947

Monmouth County Electric Co. (See Red Bank,

N. J.)
Monorail, Suspended:

Clear Lake Co., Proposed, 833; Security is-
suance denied. 1200

Pasadena, Proposed, 98

Montana:

Return on street railway investment, 713

Montreal, Can.:

Electrification for dock service proposed by

Harbor Commissioners, 771
Montreal Tramways:

Recruiting car, *594
Morristown, N. J.:
Morris County Tr. Co. :

Mutual benefit association formed, 502
Motor bus:

Bus rights granted in Watertown, N. Y., 841

Commission in New York permits compe-
tition on through routes in Corning,
N. Y., 334

Equipment for Washington Auto Bus Co.,

Seattle, Wash., *164 _

Illinois Commission decision on definition of

jitnev, 627

Joint freight rates with Louisville & Inter-
urban Ry., 715; Arrangements, 754

Maryland Motor Transportation Co. requests

permission to abandon franchise, 672

Meeting competition [Gonzenbach], 75;

Comment, 67

Motor bus line authorized, Albany, N. Y.,

753

New Rochelle, N. Y., Service commenced,

418; Petition for two routes denied,

476; Discontinued, 754
Operating costs of motor buses in London

[Goodyer], c218
Snow removal with trailer plows in New

York City, *308
Southwest Missouri R. R. subsidiary bus

line unprofitable, 1207
Trackless trollev. Operating costs compared,

England, 442 .
(See also Automobile competition, Jitney

bus)

(Abbreviations: * Illustrated, c Correspondence.)

Motors:

Brushes for air compressors sawed from

scrap, Louisville & Northern Ry. &
Ltg. Co., 415

Capacity of GE-57 increased by semi-
ventilation, [Palmer], *223

Economy, Comparative, of old and new,

[Clough], 1181

Field control, Tests of [Johnson], 1183

Flashovers on cars descending grades at

high speeds [Wynne], c654; Comment,
677

Induction, Design and structural details,

Norfolk & Western Ry. [Dobson],
*644; Operation [Hershey], 453

Maintenance of GE — 800 motors at Lan-
caster, Ohio [Smith], * 1095

Maintenance of motor leads [ Ransom], *1 194

Mechanics of railway motors [Hellmund],

860

Reclaiming GE-57 motors [Palmer], * 1 32

Repairs in Los Angeles [Clark], *278

Results with field control discussed, Illinois

Association, 1126
Starting currents for interurban cars

[Ewing], 90
Winter and summer covers effect economy

at Lebanon, Ind. [Flatley], *913
Mount Holly, N. J.:
Burlington County Transit Co.:

Hearing on fare increase, 477
Multiple-unit trains:

Removable steel pilot to permit coupling

cars, Louisville & Southern Indiana Tr.
Co. [Buchmann], *506

Two-car trains war-time measure in New-
castle, England, 960

Municipal ownership:

Government ownership of public utilities,

Investigation proposed by U. S. Senate,

377

Holyoke (Mass.) bill opposed by railway,

468

Hydro-radial construction approved by

eighteen municipalities in Canada, 138
Operating cost of Calgary municipal street

railway, Analysis of, 139
■ Private operation of Lake Burien line,

Seattle, Wash., advocated by residents,

971

Public ownership and organized labor dis-
cussed by Samuel Gompers, 469

Seattle Municipal Rv., Financial condition,

1185; Comment, 1166

Muscatine & Iowa City Ry. :

Operation begun, 577

Muscatine North & South Railway:

Electrification contemplated, 794, Proposed,

833

Muskogee, Okla. :

Muskoge Elec. Tr. Co. :

Jitney ordinance in return for improved
service, 1207
Mystic, Conn.:

Groton & Stonington Street Ry. :

Copper zone system, Hearing, 582;
Sustained, 1062, 1089

N

National Bureau of Standards:

Electrolysis mitigation, Pamphlets on, 168

National Civic Federation:
-Annual meeting, 227

Compulsory health insurance, Report, 603

Minimum wage report presented, 419

National Electric Light Association:

■ Convention proceedings, 998

Power distribution discussed at convention,

1032

National Safety Code:

Endorsement refused by electric light and

power interests, 1048
New Albany, Ind.:

Louisville & Northern Ry. & Ltg. Co.:

Brushes for air compressors sawed from
scrap, 415

Publicity campaign, 335
Louisville & Southern Indiana Tr. Co.:

Pilot, Removable, [Buchmann], *506

Publicity campaign, 335

Shop motor inclosed in glass for fire
protection, 374
Newark, N. J. :

Jitney ordinance vetoed, 105, 583; Operators

to appeal, 1020
Public Service Corp'n:

Annual report, 711
Public Service Ry. :

Accident faker convicted, 105

Annual report, 751

Carhouse design and construction. Con-
siderations affecting [Bedwell], 209

Characteristics of various classes of
shops [Harrison], 272

Near-side stop success in storm, 62

New car [Benedict], *114

New terminal:

Description, *817; Comment, 807,
935

Opening, 874

Signal system [Brownl, *891
Passenger handling record for 1915, 235
Railway history illustrated in Newark

celebration, *108<l

January-June, 1916]

INDEX

XI

Newark, N. J.:

Public Service Ry. : (Continued)

Skip-stop hearing, 477; Trial, 628, 715

Strike, 663

Wage increase, 971

New Bedford, Mass.:

Union Street Ry. :

Group insurance for employees, 104

New Brighton, Pa.:

Beaver Valley Tr. Co.:

Lighting arrester system in severe
storm center [Coffin], *88

New England Street Railway Club:

February meeting, 459

"Manufacturers' Night" meeting, 202

March meeting, 608

May meeting, 1035

New Haven, Conn.:

Connecticut Co. :

Accounting practice [Balfour), 770
Bridge records [Dunham], *412
New form of voucher check, *397
New 100,000-kw. station, 1013
Overhead construction. Tools, specifica-
tions and costs [Harte], *534
Rail corrugation, Causes of [Dunham],

c216; Comment, 196
Safety contest prizes awarded to school

children, 234
Semi-convertible cars for city service,
♦856

Snow removal and disposal, Methods

for [Bates], 162; Discussion, 655
Track grinding practice, *5 72
Wage increase, 1014
New Jersey:

Franchise assessments, 1915, 287, 473

litnev bill tabled, 291; Amended, 478;

Signed, 670; Effect, 1207

Public service commission's report, 138, 142

Street repairs decision by public utility com-
missioners, 139
New Orleans, La.:

■ Jitney ordinance reversed by State Court,

716; Upheld by Federal Court, 1110

New Orleans & Carrollton R. R., Lt. & Pr.

Co.:

First company publication [Davis], c567

New Orleans Ry. & Lt. Co. :

Company publication started, 1063
Consolidation with subsidiaries proposed,
925

Financial statement, 1059

Injunction secured preventing consoli-
dation of subsidiaries, 1061
Orleans-Kenner Elec. Ry. :

Receiver applied for, 713
Newport, R. I. :

Newport & Providence Ry. :

Ordinance against one man cars upheld,
424

New Rochelle, N. Y. :

Bus petition for two routes denied by Pub-
lic Service Commission, 476; Motor-bus
operation begun, 418; Discontinued, 754

News-stands, Steel, For New York subways, *789

New York Central R. R. :

Agreement with New York City on West-
Side electrification, 181; Comment, 153;
Plans filed, 747; Details, *815;
Hearing, 921

Development of heating boilers for electric

locomotives, *1080
New York City:

Annual report for public service commis-
sion to Legislature, 184
Bridge traffic, 785

Brooklyn Rapid Transit Co. (See Brooklyn,

. . N- Y->:

Cities Service Co. :

Employees stock-purchase plan, 1058
Proposed increase in capitalization, 1016

Engineer apoointed public service commis-
sioner, Comment, 67

Federal Lt. & Tr. Co.:

Financial statement, 877

Fifth Avenue Coach Co.:

Motor-bus franchises, Board of Estimate

report on amended petition, 183
Snow removal with trailer plows, *308

Franchise valuation increase, Report of

State Tax Commission, 184

Hearing on bus line extensions, 875

Hearing on proposed rapid transit legisla-
tion, 748

Hudson & Manhattan R. R. :

Annual report, 1015

Awarded Travelers' Insurance Co.
medal, 575

Repair shop methods [See], 405; Discus-
sion, 446

Interborough Consolidated Corp'n. :

Annual report, 379

Interborough Rapid Transit Co.:

Accident on elevated, Investigation, 1206
All wooden cars withdrawn from sub-
way, 710

Automobile inspection trip in new sub-
way, 988, 1001
Coasting recorder maintenance cost

[Doyle], c215
Collision on elevated railway, 1158
Extension of time for signal order on

elevated lines, 514
Financing of bond issue, Comment, 342
Heaters with porcelain ventilator sup-
port (Consolidated), * 180

New York City:

Interborough Rapid Transit Co.: (Continued)

Insulated return-feeder system. Results

with [Gross], *160
Maximum day's traffic, 104
Pension system plans, 620
Power generation for electric railways

discussed [Stott], * 1 1 70
Steel newsstands for subway, *789
Third track for elevated lines, * 128
Traffic, Maximum day, 671
Turbo-generator, 30,000-kw, 318; Effi-
ciency tests [Stott, Finlay], "903
Wage increase, 53

Investigation by legislative commission di-
rected at companies, 181

Legislative investigation of rapid transit

situation, 227, 283; 327, 375, 416, 468,
510, 575, 622, 663, 708, 748, 792, 832,
875, 923, 1056, 1151, Comment, 195,
342, 637

Manhattan Bridge Three-cent Fare Line:

Competition, Order by Commission, 1201

Manhattan Elevated Ry. :

Third-tracking for express service com-
pleted, *128

New subway system:

Subway contract awards to be completed

during the year, 99
Use of Long Island R. R. tracks,
Plans, 285; Zone fares proposed,
478

Ventilation report for subway, 727; De-
cision, 1084 .
(See also New York Municipal Ry.)

New York Motor Bus Co.:

Franchise application renewed, 793

New York Municipal Ry. :

Order for 200 all-steel, side-door cars,
139

Plans for Coney Island terminal, 514
Third-tracking contract authorized, 140
Variable-load brake, 737

New York & Queens County Ry.:

Service order, Exception taken by com-
pany, 1152

New York Rys. :

Safe test lead contact handle [Doyle],
*657

Storage battery cars ordered to replace

horse cars, 972; Comment, 937
Wage increase, 53

■ North American Co. :

Financial statement, 924

Public Service Commission:

Legal steps taken to enforce track re-
pair order, 922
Report, 142

Resignation of commissioners, 53, 97
Savings and loan fund for employees,

742

Smoking rule to stand, 1021

Third Avenue Ry. :

Manhattan Bridge fare case, 1201
Rail corrugation, Causes of [Mc-
Whirter], c87, [Mullaney], c216;
Comment, 196
Wage increase, 53

Transfer exchange ordered between several

railways, 882

West Side Improvements. (See New York

Central R. R.)
New York Connecting Ry. :

Single-phase system to be used, 513

New York Electric Railway Association:

February meeting; Proceedings, 404;

Papers [Lee], 405; [Abell], 405;
[McElroy], 446; [Baldwin], 448; [Mc-
Manus], 448; [Harvie], 449; Discus-
sions, 446

New York, New Haven & Hartford R. R.:

Conspiracy case verdict, 140

Scrap sold in 1915, 829

New York Railroad Club:

March meeting, Electrical night, Chicago

electrification report discussed, 604
New York State:

-Analysis of electric railway bond issues, 407

-"Dead-man's button," Decision of Public

Service Commission on arrangement of

parts, 1149

Decision, Ulster & Delaware rate case,

Comment, 935

Earnings of electric railways, 309

Public Service Commission:

Accounting practice, Feature of, 331

Reorganization completed, 623

Report, 138

Public Service Commission denies West

Albany bus line petition, 1157
Railway legislation, 831

Safety at grade crossings, Meeting of ex-
ecutive committee for safety conference,
188

Self-propelled cars proposed by Public Serv-
ice Commission for railroads, 328;
Comment, 341

New York State Railways. (See Rochester,
N. Y.; Syracuse, N. Y.; Utica, N. Y.)

New York, Westchester & Boston Ry. :

Method of removing and applying steel

tires [Potter], *1006

New Zealand:

■ Christ Church Tramway:

Financial statement, 286
Reclaiming worn hutton-end axles
1 Thompson], *788

(Abbreviations: * Illustrated, c Correspondence.)

New Zealand: (Continued)

Government Ry. :

Gasoline locomotive-coach, 368
Niagara Falls, Ont. :

-War-time precautions taken by Canadian

officials, 1012
Niagara Junction Ry. :

Spotting service with electric locomotives

[Culbertson], *462
Niagara, St. Catharines & Toronto Ry. (See

St. Catharines, Out.)
Norfolk, Va.:

Virginia Ry. & Pr. Co.:

First company publication [Hathaway],

407 '

Franchise report before council, 883,
922; Findings, 792
Norfolk & Western Ry. :

Discussion of operating features, A. I. E. E.,

*311

Electric extension approved, 419

Induction motors and phase converters, De-
sign and structural details [Dobson],
*644

Induction motors, Experience with

[Hershey], 453

Record of operation, last half of 1915, 332

North American Co. (See New York, N. Y.)
North Coast Power Co. (See Vancouver,

Wash.)

Northern Ohio Tr. & Lt. Co. (See Akron, Ohio)
Northern Texas Tr. Co. (See Fort Worth, Tex.)
Northwestern Pennsylvania Ry. (See Mead-

ville, Pa.)
North Yakima, Wash. :
Yakima Valley Transportation Co.:

Plans for one-man cars, 520

Norway :

Christiana-Drammen Ry. :

Electrification plans, 598
Norwich, Conn.:

Shore Line Elec. Ry. :

Copper zone fare system, Plans for ex-
tension, 424; [Perkins], *c567;
[Perkins], 1039
Strike settled, 1101

o

Oakland, Cal.:

Attempt to evade jitney ordinance by forma-
tion of club, 384

Jitney operation in congested district for-
bidden by ordinance, 235; Ordinance en-
forced, 424, 672

Oakland, Antioch & Eastern Ry. :

Bond issue approved, 421

Earnings for five months, Improvement

in, 186
Financial statement, 1154

San Francisco-Oakland Terminal Rys.:

Annual report, 56

Concrete and asphalt mixing plant
[Binkley], *728

Extensions not desired by company, 664

Losses due to jitney, 347

Plans for better service, 1056

Reorganization plans, 1060

Service inaugurated over new pier, 1011
Oakwood Street Ry. (See Dayton, Ohio)
Ogden, Logan & Idaho Ry.:

Proposed consolidation with other Utah

lines, 1016

Ohio:

■ Fatalities on interurban roads, 1914-1915, 500

Public Utilities Commission report, 420

Ohio Electric Ry. (See Springfield, Ohio)

Ohio Vallev Elec. Ry. (See Huntington, W Va.)

Oil City, Pa.:

Citizens Traction Co.:

Wage increase, 874
Oklahoma City, Okla. :
Oklahoma Ry.:

One-man car service [Knox], 24; Com-
ment, 9

Safety first textbook recommended
[Knox], 628
Oklahoma Interstate Ry. :

Inexpensive steel pole line [Palmer], *702

Omaha, Neb.:

Omaha & Council Bluffs Street Ry.:

Air clamp for drilling, * 1 1 95
Annual report, 1202
Pensions for employees, 106
Rail joints. Experience with [Findley],
896

Wage increase, 1058
One-man cars:

Authorized in Corpus Christ!, Tex., 424

Authorized in Seattle, 1110

Birney type, Construction details, *556

Construction and equipment details. Federal

Lt. & Tr. Co. type [Haller], *21; Com-
ment, 9

Double-end, single-truck cars. Delta Lt. &

Tr. Co. [Claggett], 25; Comment, 9

Experience at Winona, Minn. [Howard], 601

Experience in large cities, 457; Comment, 432

Hearing by Washington (State) Commis-
sion, 1205

Hearing in Massachusetts, 335

Hearing on complaint against, Spokane,

Wash., 520

Lockport, N. Y., restricting ordinance to be

reconsidered, 384; One-man cars author-
ized, 841

XII

INDEX

[Vol. XLVII

One-man cars: (Continued)

Low accident record during one-man oper-
ation, Louisville Ry. [Funk], 20; Com-
ment, 9

One-man, light-weight cars [Moore], 953

Operating economy over two-man cars, Inter-
national Ry. [Dickson], 25; Comment, 9

Operating experiences in Corpus Christi,

Tex. [Locher], 946

Operating experiences [Funk], 20; [Tinsley],

20; [Haller], *21; [Fowles], 24; [Knox],
24; [Reid], *24; [Dickson], 25; [Wag-
goner J, 25; [Claggett], 25; [Stichter[,
25; Comment, 9

Operation begun, Pine Bluff Co. [Fowles],

24; Comment, 9

Opposed in Waterloo, Iowa, 424

Ordinance against, Dubuque, Iowa, 755

Ordinance against, Upheld by Public Utilities

Commission of Rhode Island, 424
Pay-as-you-enter cars reconstructed for one-
man operation, Lethbridge, (Can.) Mu-
nicipal Ry. [Reid], *24; Comment, 9

Partial one-man car service, Oklahoma Ry.

[Knox], 24; Comment, 9

Practices in one-man operation, Southern

Traction Co. [Stichter], 25; Comment, 9
— : — Proposed by Puget Sound Tr., Lt. & Pr.

Co., Seattle, Wash., 335; Protest by
property owners, 1064; Experimental
operation authorized, 1159

Proposed for North Yakima, Wash., 520

Proposed in Vancouver, Wash., 1063

Rutland (Vt.) Ry. remodels single-truck car,

477

■ Service of Cape Girardeau-Jackson Int. Ry.

[Tinsley], 20; Comment, 9

Service satisfactory to patrons, Atchison Ry.,

Lt. & Pr. Co. [Waggoner], 25; Com-
ment, 9

Single-truck cars remodeled for one-man

operation in Dubuque, Iowa, 61
Study of one-man car situation to be made

by joint committee, 699
Successtul operation in Ballarat, Australia,

Electric Supply Co. of Victoria, Ltd.

[Pringle], c 172
Ontario, Can.:

Hydro-electric Power Commission :

Plans ubmitted for seven radial lines,

576

Popular action on radial railway by-
laws, 378
Operating records and costs:

B. & O. electrification, "T077; Comment, 1072

Cleveland Ry., Under Tayler ordinance

[Doolittle], 359

Costs of motor-bus operation in London

[Goodyer], c 218

Cost of service in rush-hour, "495, 848, 889

Cost of stopping a car, Comment, 591

Diesel engines in Texas, 619

Energy consumption and brake-shoe wear at

Davenport, Iowa, *813

Maintenance costs of automobiles and serv-
ice vehicles, Brooklyn, N. Y., 947

Motors, old and new, Operating costs esti-
mated [Clough], 1181

Operating cost for one-man and two-man cars

[Haller], *23; Comment, 9

P. R. R. locomotive delay records, 1911-1915,

*1124

Power costs for Massachusetts electric rail-
ways, 201

Power costs from various sources estimated

[Stott], *1170
Rush-hour costs, Bay State St. Ry. [Richey],

*495

Saving by electrification of switching service

at Chicago [Gibbs], 604

Skip stop, Effect on operating cost [Wood],

13; Comment, 8

Standard form for detention records, Com-
ment, 1165

Storage battery car, Cambria & Indiana

R. R., 466

Test of Rochester low-level, light-weight car,

*767

Trackless trolley and motor bus compared,

England, 442
Train detention record, Detroit River Tunnel,

850

Oregon :

Connection of Southern Pacific Co. and Ore-
gon Electric Ry. tracks ordered by Com-
mision, 189

Public Service Commission report on operat-
ing revenues of electric railways, 1059

Oregon Electric Ry. (See Portland, Ore.)

Orleans-Kenner Elec. Ry. (See New Orleans,
La.)

Ottawa, 111.:

Chicago, Ottawa & Peoria Ry. :

Damage by ice gorge, *400

Employees to have free use of cottages

for summer vacation, 957
Sanitary seat back covers, *322
Snowplows with nose-type shares
mounted on independent trucks, *94
Overhead contact system:

Construction — Tools, specifications and test3

[Hart], *534
Cost of adding auxiliary contact wire, Erie

R. R., 466

Crossovers, Location and wiring [McKelway],

324

Overhead contact system: (Continued)

Difficulties experienced during early oper-
ation, Philadelpina-Paoli electrification
[Grimshaw], *682; Comment, 677, 679

Frog with renewable switch pan (Elwell Trol-
ley Frog Co.), *374

Philadelphia-Paoli electrification. Construc-
tion details and methods [Gibbs], 203

Span wire supports on buildings proposed

in Philadelphia, 465

Third-rail substituted, B. & O. electrification,

*1074; Comment, 1071

Trolley-wire reel holder in San Francisco

[Foster], *220

Trolley wire wear, Causes of [Foster], 569,

c 613, c 909; [Earll], *734

Twin City Rapid Transit Co. construction de-
tails [Vincent], *222

Wood strain insulators replace globe-strain,

Brooklyn Rapid Transit Co., *224

P

Pacific Claim Agents' Association:

-Index bureau elects officers, 420

Pacific Coast Railway (See San Luis Obispo,
Cal.)

Pacific Electric Ry. (See Los Angeles, Cal.)
Paints and painting:

Hot floor oil, Substitute for paint, Evanston

Ry., 411

Paints and varnishes, Need for care in se-
lecting [Woods], 91

Pan-American scientific congress ends, 98

Paris, Tex. :

Paris Transit Co.:

Fire, *861

Pasadena, Cal. :

Mono-rail line, Plans for, 98

Passenger handling records:

Front end collectors used in Kansas City,

Mo., for crowds at revival, 976

Tickets produce no saving in loading time,

Comment, 589

Pavement:

Asphaltic concrete pavements (Barber),

[Pierce], 1051
Cost affects service standards, Comment,

1028

Cost data in Brooklyn [Cram], 445

Effects of low temperature on paving, *9 16

Experience in 1915, Comment, 2

Experience in Peoria, [PalmbladeJ, 304

Granite blocks reeut and relaid cheaply in

Chattanooga [Dike], 1192
Measuring yardage ot granite blocks by

weight instead of count, Cleveland

[Clark], 963

Paving track allowances [Cram], c 1190

Street railway paving, [Archibald], 996

United Rys., Baltimore, Md., declared not

responsible for cost of repaving track

allowance, 971
Wood-block paving, Selection and treatment

of timber, Report, 166
Wood-block treatment discussed by Wood

Preservers' Association, 208
Pennsylvania :

Commission ruling on jitneys, 928

Jitney buses declared common carrier, 627

Statement by Commission on Scranton jit-
ney case, 672
Pennsylvania R. R.:

Construction and operating details, Phila-
delphia electrification [Gibbs], 203
Locomotive maintenance costs, * 1 120 ; Com-
ment, 1119

■ Locomotive resistance grids of welded cast

iron [Ray], *322, c407
Philadelphia-Paoli electrification, Early

operating experience [Grimshaw], *681;

Comment, 677, 679
Publicity campaign results in constructive

criticism, 975

Relations with public [Wright], 475

Securing patrons' co-operation by posters,

*214

Pennsylvania Street Railway Association:

Spring meeting:

Proceedings, 904; [Henry], 904;
[Wright], 906; Papers, [Davis],
905; [Patterson], 908; [Phillips],
907; [Reilly], 952; [Moore], 953;
[Hemdle], 954; [Anderson], 955;
[Wayne], 956

People's Street Ry. (See Wanamie, Pa.)

Peoria, 111.:

Illinois Traction System:

Converter trouble cured by brush treat-
ment, *135

Fare increase asked, 840, 881, 1207

Financial statement, 877

Head rests for interurban cars, 671

Snowplows with nose-type shares
mounted on independent trucks,
*94

10-cent fare over McKinley Bridge
•suspended, 47.5

Peoria Ry.:

Paving experiences [Palmblade], 304

(Abbreviations: * Illustrated, c Correspondence.)

Petaluma, Cal. :

Petaluma & Santa Rosa Ry. :

Co-operation of employees to increase
freight traffic, *1079
Peterboro, Ont., Can.:
Peterboro Radial Ry. :

Purchased by Government, 581
Petersburg, Va. :

Petersburg & Appomattox Ry. :

Operation begun, 330
Phase converters:

Norfolk & Western Ry., *644

Philadelphia, Pa. :
American Rys.:

Handling accident reserves [Anderson],

955

Loan for rapid transit construction, New

bill to be submitted to Council, 99; Ap-
proved, 748
Philadelphia Rapid Transit Co.:

Enforcing jitney regulations [Fairchild],
905, Comment 887

Flexible conduit in car wiring, *791

Wages increased, 832

Revised rapid transit plans, 512, 621, 875

Span wire supports on buildings proposed,

465

Subway work suspended temporarily, 470

Transit loan passed by voters, 972; Com-
ment, 985

Pilot, Removable, on Louisville & So. Ind. Tr.

Co., [Buchmann], *506
Pine Bluff, Ark.:

The Pine Bluff Co.:

One-man car operation begun [Fowles],
24; Comment, 9
Pittsburgh, Pa.:

Pittsburgh Rys.:

Agreement on terms of service, 921
Application filed for receiver to inves-
tigate stock transactions of United
Traction Co., 798
Efficiency work by associated bureaus,
189

Engineering Manual discussed [Phillips],

907

General features of substation [Hecker],

*1093

Hearings on proposed ordinances in
council, 229

New franchises sought to increase tran-
sit facilities, 96

Strike settled, 872

Substation switchboard design [Heckel],
*1146

Wage demands rejected, 734

-Pittsburgh Subway Co.:

Franchise introduced, 283; Hearing, 622

Subway plans, 513, Discussed, 1102

Transportation ordinances, Report by Cham-
ber of Commerce committee, 182

Plattsburg, N. Y.:

Plattsburgh Traction Co.:

Service order, 801

Poles:

Butt treatment for wood poles, 167

Dolly for transporting [Nees], *463

Expanded metal trolley pole tested to failure

(Bates), *967
Expanded steel, Cast iron ground sleeve for

(Bates), *466

Gig for distributing [Foster], *411

Inexpensive steel construction [Palmer],

*702

Jack for plumbing [Foster], *276

Light-weight, one-piece, steel-truss pole

(Bates), 207

One-man hoisting machine at Selma, Ala.

[Nees], *614
Pole top gin (Ry. & Ind. Engrg. Co.), •

*1100

Setting, Practice of Connecticut Co.

[Harte], *536
Twin jacks for removing wood poles

[foster], *369
Port Arthur, Ont.:
Port Athur Civic Ry. :

Combined work-car, snowplow and
sweeper, *465
Portland, Me.:

Cumberland County Pr. & Lt. Co. :

Building profitable freight traffic

[Wood], *486; Comment, 485
Wage increase, 1057

Lewiston, Augusta & Waterville Street Ry. :

Freight operation discussed [Wood], c 1190
Portland, Ore.:

Jitney regulatory ordinance upheld by su-
preme court, 147; Enforceable, 335;
Amended, 929

Oregon Electric Ry. :

Annual report, 472

Flange oiler for reducing curve friction,
*700

January-June, 1916]

INDEX

XIII

Portland, Ore.: (Continued)

Portland Ry., Lt. & Pr. Co.:

Avoids fatalities to passengers, 62
Jitney victim fails to recover from rail-
way, 841

Newspaper comment on snow fighting,

285

New track over Columbia River Inter-
state Bridge discussed, 747

Perjury confessions in accident cases,
1128

Planning and efficiency system in
shops [Maize], *539; Comment, 527
Valuation case decision, 1151, 1198
Weed burner built on flat car [Maize],
47

Women as platform employees discussed
in company publication, 670
Pottsville, Pa. :

Lykens & Williams Valley St. Ry. :

Reorganized under name of Lykens
Valley Ry., 474
Power distribution:

Discussion at N. E. L. A. convention, 1032

Insulator for use on curves (Anderson Mfg.

Co.), *281

Load-dispatching system to insure contin-
uous and economic service, East St.
Louis & Suburban Ry. [Clapp], * 1 56

■ -Power distribution problems in heavy electric

traction [Shepard], 29; Comment, 5

Progress in 1915; Comment, 6

Return-feeder system, Results with, Inter-
borough Rapid Transit Co. [Gross],
*160

Storage battery booster system, Lancashire

& Yorkshire Ry., *438; Comment, 432

Three-wire system in Los Angeles, Cal.,

*395; Comment, 389

Power generation:

Firing with gas at Elyria power station

[Lewis], *1095
Producing electric power by steam, Effect

on water power values [Stillwell], 822
Power stations and equipment:
Purchased versus generated power [Stott],

*1170

-Additions to Rhode Island plant, *300

Chimneys, Cost of, 397

Extension at Lowellville, Ohio, 918

High-pressure steam station. Details of

equipment. Public Service Company,
206; Comment, 196

Inventory practice [Henriques], *616

Lancashire & Yorkshire electrification, Man-
chester, *436; Comment, 432

New steam and hydroelectric plants, Ohio

State Power Co., *325

Power plant development in 1915, Comment,

Transformer house, New, Cleveland, South-
western & Columbus Rv., Elyria, Ohio
[Lewis], * 1 193

Victorian Ry.'s new power house in New-
port, Australia, 19

Preparedness :

Assistance renuired of railway officials, 348

Discussed at New England St. Ry. Club, 608

Engineers and preparedness, Comment, 936

Industrial mobilization [Drew], c782;

i Comment, 761

Military transportation [Harries], c41

Situation at end of war, Comment, 1166

State directors named to mobilize war re-
sources, 832
Providence, R. I.:

Rhode Island Co.:

Additions to power plant, *300
Appeal to City Council from tax bur-
den, 1150
Packing ring practice, 225
Storage of graphic instrument records,
*1010,

Wage increase granted bv arbitration
board, 30; Comment, 68

Publicity:

Advertising campaign, Chicago, Milwaukee

& St. Paul Rv., 665; Comment. 636

Advertising campaign in Buffalo, *275

Electric railway publicity policy needed,

Comment, 808

Explaining service changes, Comment, 937

Folders and time-tables for stimulating elec-
tric railway traffic [Greene], *351

Follow-up svstem for daily newspapers, Com-
ment, 636, 678

Maintenance methods Chicago Elevated Rys.

described to Sunday school class [John-
son], 1041

Newspaper advertisement, Chicago Surface

I ines points nut increased length of

ride, *736

Opportune time for. Comment, 848

Outdoor advertising by electric railways in

Chicago, 1129
— ■ — Parlor car service, Empire United Rys.,

*394

Pennsylvania R. R. publicity campaign re-
sults in constructive criticism, 975

Stimulating traffic, 783

Public, Relations with:

Complaints, Liberality in handling, Com-
ment, 154

Demeanor of officials, Comment, 847,1071

Good service, Requirements for [Beeler],

353

Improving public relations, Importance of,

Comment, 9

Public, Relations with: (Continued)

Securing patrons' co-operation by posters,

Pennsylvania R. R., *214

Public service and regulative commissions:

Comments on [Insull], 950

Commission manager government, Relation

to utilities [Waite], 452

• Control of interstate utility capitalization

[Heilman], 1042

Dangers of utility regulation [Vail], 646

Electric railways petition California Commis-
sion for relief from excessive burdens,
511; Comment, 485

Government regulation of railroads [Under-
wood], 247; Comment, 242

■ Impartial attitude important, in regulation,

Comment, 391

Jurisdiction decision in Ulster & Delaware

rate case, N. Y. State, Comment, 935

Jurisdiction of Illinois Public Utilities Com-
mission over Chicago railways denied by
Circuit Court, 1056; Appeal by Commis-
sion, 1104; Decision, 1117

Massachusetts regulation discussed [Mc-

Leod], 651

■ Needed reforms in regulation [Humphreys],

858

New Jersey Public Utility Board's ruling

on Trenton fare case upheld in U. S.
Appellate Court, 335

Regulation versus management, Comment,

761

Report on "Public Utilities Annotated," 793

Reports of Public Service Commission de-
cisions (Law Publishing Co.), 802

Responsibilities of New York Commission,

714

Ten difficulties of regulation, 400

Valuation, Views on, 273

Wage increases and rates, Comment, 723

Public service corporations:

Commission-manager government, Relation

to utilities [Waite], 452

Control of interstate utility capitalization by

commissions [Heilman], 1042

Government ownership, Investigation pro-
posed by LT. S. Senate, 377

Human side of, Comment, 341, 1071

Uncertainty in the transportation field,

Comment, 114

Public Service Railway. (See Hoboken and
Newark, N. J.)

Public Utilities Co. (See Evansville, Ind.)

Puget Sound Elec. Ry. (See Tacoma. Wash.)

Puget Sound Tr., Lt. & Pr. Co. (See Seattle,
Wash.)

Purchased power:

B. & O. electrification, * 1074 ; Comment,

1071

Comparison with generated power [Stott],

♦1170

Energy supply for steam railroad electrifica-
tion discussed, N. E. L. A. convention,
1001

— ■ — Power costs for Massachusetts electric rail-
ways, 201 .

Rates for electric railways and for lighting,

Comment, 1117

Situation in Chicago, 1034; Comment, 1029

Purchasing agents organize at Columbus, Ohio,
594

Purchasing department losses, Causes of [Twy-
ford], *1091

R

Rail joints and bonds:

Bonds and bonding practice [Eveland], 966

Construction and maintenance [Shepard],

461

Cost comparison, Welded and mechanical

joints, Louisville Ry., 415
Experience on Omaha & Council Bkiffs

Street Ry. [Findley], 896

New bonding system [Lincoln], *706

Welded and riveted joints, Advantages of,

Comment, 4

Rails:

Cleaner for grooved rails, Long Island City

[Sherwood], *659
Composition and method of manufacture,

Comment, 4
Corrugation :

Causes of [McWhirter]. c87: rFowler[,
cl26; [Dunham], c216; [Mullaney],
c216; Comment, 197; Discussed
[Harvey], c319; [Pellissier], c320

Collection of data urged [Cooper], 407

Curved heads and rail corrugation [Pel-
Hsier], c481: [Gailorf. cl26

Influence of steel wheels [Gove], c319

Study of [Sayers], *786

Vibration theory [Meyer], 618; Com-
ment, 636

Manganese steel for plain curves [Bernard],

*410

Mayari rails. Titanium-treated, Bay State

Street Ry., *179

Titanium-treated rails in Boston, *47

Railway Signal Association:

March meeting, Proceedings, 642

Randolph, Mas*.:

-Bristol & Norfolk Street Ry.:

Stoughton fare hearing, 716

(Abbreviations: * Illustrated, c Correspondence.)

Reading, Pa. :

Chamber of Commerce report on transit

conditions, 510

Jitneys disappearing without regulation, 1111

. Reading Transit & Lt. Co.:

Express package business successful,
291

New company publication, 1064
Voluntary increase in wages, 622

Receiverships for electric railway properties in
1915, 37

Record forms:

Form for estimating track construction cost

[Fuller], *81
Signal maintenance record forms, Terre

Haute, Indianapolis & Eastern Tr. Co.

[Schlesinger], *45

Watch inspection, *306

Red Bank, N. J.:

Monmouth County Elec. Co.:

Foreclosure sale, 1204

Street repair decision, 139
Redlands, Cal.:
Holton Interurban Ry. :

Wheel with three tires for running
either on rail or roadway, 1007
Relations between electric railway men and

manufacturers [Hawley], 202
Repair shop equipment:

Air clamp for drilling, Omaha, Neb., * 1 1 95

Coil winding machine, Southern Pacific

Co. [Roberts], '866
Devices for protecting armatures [Parsons],

*1 191

For small road, Comment, 722

Heat-retaining soldering iron [Parsons],

*507

■ Home-made armature banding tensioner, at

Lebanon, Ind. [Flatley], *961

Lighting scheme for paint shop, Southern

Pacific Co., *410

Portable testing apparatus arranged for one-
man operation [Ransom], *825

(See also Welding, Special methods)

Repair shop practice:

Babbitting jig eliminates hot journals [Flat-
ley], *1006

Button-end axles, Method for reclaiming,

Rockford & Interurban Ry. [Graham],

*89

Cataloging equipment at Indianapolis, Ind.,

facilitates work and insures accuracy

[Clark], *739
Controller connection boards, frames and

covers, Method for remedying defects

[Squire], 221
Economical maintenance of cars at Houston,

Tex. [Bennett] 992

Equipment records at Binghamton, * 1 053

GE-57 motors, Method of reclaiming

[Palmer], *132
GE-57 motor service capacity increased by

semi-ventilation, Cleveland & Erie Ry.

[Palmer], *223

Jigs used at Hazleton, Pa. [Brown], *913

Losses in purchasing department, Cause of

[Twyford], *1091
Maintenance methods, P. R. R. locomotives,

*1 120

Methods of handling armatures [Parsons],

♦1191

■ Method of grinding commutators at Evans-
ville, Ind. [Leavitt], *788

Methods of Hudson & Manhattan R. R.

[See], 405. 446

Methods of Tri-City Ry. [Sutherland], 901

Motor and control maintenance in Los

Angeles [Clark], *278

Packing ring practice, Rhode Island Co.,

225

Planning and efficiency system at Portland,

Ore. [Maize], *539; Comment, 527

Reclaiming oxidized babbitt, West Penn

Rys. [Durie], 656

Reclaiming worn button-end axles, Christ-
church Tramways [Thompson], *788

Removing and applying steel tires, N. Y.,

Westchester & Boston Ry. [Potter],
*1006

(See also Welding, Special methods)

Repair shops:

Characteristics of various classes [Harrison],

272

Detroit Tunnel electric zone, Inspection

shed. *530; Comment, 525

Overhead cranes versus drop pits, Com-
ment, 1071

Resistance Grids. (See Controllers and wiring)
Retrievers. (See Trolley retrievers)
Rhode Island:

Accident record, 1915, 384

Bay State Street Ry. petitions for 6-cent fare

on Rhode Island lines, 335

Public Utilities Commission, Preliminary re-
port. 331

Rhode Tsland Co. (See Providence, R. I.)

Richmond, Va. :

Virginia Rv 8' Pr. Co.:

Mechanical door and step operating de-
vice for center-entrance cars [Taur-
man], *1008

XIV

INDEX

[Vol. XLVII

Richmond, Ya.:

Virginia Ry. & Pr. Co.: (Continued)

Public Service News closes its first

volume, 62
Wage increase, 230

Rochester, N. Y. :

Buffalo, Lockport & Rochester Ry. :

Operating methods approved by Public
Service Commission, 880

Portable telephone sets remodeled from
wall sets, *92

Safety board appointed, 801
Jitney certificate applications denied by

Commission, 957; Comment, 983
Jitney hearings, 476, 519, 628, 755; Summary

of final hearing, 839
New York State Rys. :

Annual report, *380

Automatic track switch (Collins),
[Cadle], 739

Car, Low-level, *764; Comment, 763;
modified design, *1096

Co-operation in educational plan [Cam-
eron], c828; Comment, 807

Keeping track of emergency wagon,
*705

Ladder track design [Sanow], *827
Newspaper comment on snow fighting,
672

New working conditions for track la-
borers, 794
Portable stone crusher [Falconer], *277
Selection of employees [Lawson], cl046
Skip stops for rush-hour service

[Strong], 17; Comment, 8
Wage increase, 874
Rockford, 111.:

Rockford & Interurban Ry. :

Button-end axles, Method for reclaim-
ing [Graham], *89
Rockford City Tr. Co.:

Employees stock purchase plan, 291
Rock Island Southern Ry. :

Readjustment plans, 578

Rush-hour service:
Cost of:

Bay State St. Rv. [Richey], *495

Comment, 848, 889
Criticism of Saturday Evening Post

answered [Beeler], 353; [Waters]

c502

Russia :

Track construction on ice, *643

Rutland, Vt. :

Rutland Ry., Lt. & Pr. Co.:

One man car proposed, 477

s

St. Catharines, Ont., Can.;

Niagara, St. Catharines & Toronto Ry.:

Franchise renewal opposed, 663
St. Louis. Mo. :

McKinley bridge fare case, 840, 881, 1207

St. Louis Elec. Terminal Ry.:

Fare increase application to be filed, 62
United Rys.:

Accident record, 1915, 671

Annual report, 666

C ar rebuilding to continue, 188

Commission's extension order upheld,
665

Earnings decline in 1915, 57
North St. Louis service case, 755
Mill tax case; Adverse decision, 745;
Stay granted, 1013; Petition filed
for rehearing, 1104; Judgments
paid, 1200

Skip-stop hearing postponed indefinitely.
477

Wage increase, 709
Safety code (See National Safety Code)
Safety first movement:
Accident reduction at Chicago, 800

Bonus for accident prevention in Dallas

Tex,. 478

Boston Elevated Ry. report, *652

■ Brooklyn Rapid Transit Co., Devices for roll-
ing stock, * 1 148

Campaign resumed by Long Island R. R .

1064

Clearing house for safety literature [H. K.

Bennett], c 41

Connecticut Co. safetv contest, Prizes award-
ed to school children, 234

Crusade begun by Kansas City, Clay County

& St. Joseph Ry., 60

Discussion at New England Street Ry. Club

459

Distance warning signs at Waterloo, Iowa,

reduce accidents, *1090

Distribution of safety-first primers by rail-
ways, 456

Educational exhibits:

Aurora, Elgin & Chicago R. R., *1033
Oakwood Street Ry., *857

Safety first movement: (Continued)

Grade crossing safety in New York, Confer-
ence called by Public Service Commission
chairman, 145

Hudson & Manhattan R. R. awarded Trav-
elers' Insurance Co. medal, 575
Library exhibit in New Haven [Walker]

*358

Methods of reducing accidents, Chicago Ele-
vated R. R., *398

Motion pictures in Brooklyn, 468

National Safety Council:

Distribution of bulletins by electric rail-
way sections, *564
Growth, 942

Plans for Syracuse conference, 716

Poster displayed in car windows at Colum-
bus, Ohio, *853

Prevention methods in Seattle, 767

Progress in 1915, Comment, 7

Railways exhibit safety appliances at Safety

Exposition, 1005

Results at Akron, Ohio, 520

Results at Springfield, 111., 861

Results of year's work at Columbus, Ohio,

*772

Safety calendar for Chicago schools, *350

■ Safety commission appointed in Chicago, 105

■ Safety committees visit out-of-town prop-
erties, Toledo Ry. & Lt. Co., 219

Safety first clock in Boston subway, *812

Safety first talks published in local papers at

Jackson, Miss., 753

Safety-first textbook suggested, 628

Safety patrol for schools proposed by Lehigh

Valley Transit Co., 478; Comment, 483

Safetv work of the Puget Sound Tr., Lt. &

Pr. Co. [Carson], *71

School janitors appointed traffic officers in

Louisville, Ky., 928

Standard safety code discussed at Atlanta,

859

Summary of work in Brooklyn, 862

Union Traction Co. (Ind.) methods, *315

Washington (D. C.) companies co-operate,

477

Saginaw, Mich. :

Saginaw-Bay City Ry. :

Wage increase, 1200
Sales of cars', Record for past years, J. G. Brill

Co., 379
Salt Lake & Los Angeles Ry.:

Electrification plans, 874; Begun, 921

Salt Lake City, Utah:

Salt Lake & Ogden Ry. :

Proposed consolidation with other Utah
lines, 1016

Salt Lake & Utah R. R. :

Completion of Orem line celebrated,
1103

Proposed consolidation with other Utah
lines, 1016

Sand :

Economical use of, Comment, 1028

Sand dryers:

— (Martin Brick Machine Co.), 326

Oil burning, Vancouver, Wash. [Lister],

*5G3
San Diego, Cal.:

New jitney ordinance passed, 105

San Diego Elec. Ry. :

Flood, *500

New transfer, *308
San Diego & Southeastern Ry. :

Fare increase allowed by railroad com-
mission, 104

Partial reconstruction plans suggested
by commission, 969
Sanford, Me.:
Atlantic Shore Ry. :

Fenders approved by commission, 189
San Francisco, Cal.:

Jitney buses, Traffic rules, 671; Grand jury

recommends elimination, 977; Regula-
tion urged by police, 1207

Municipal Rys. :

Annual report, 579
Combined work car and flat car, *965
Dispute over Church St. extension, 873,
920, 1011; Court procedure started,
1199

Extension proposed by mayor, 228

Market Street cars, Dispute, 55; Injunc-
tion restraining, 377; Ferry loop
promised, 420; Ruling for joint use
of loop with United Railroads, 470;
Amicable settlement,, 749

Wage increase asked, 1153
Southern Pacific Co.:

Annual report, 231

Coil winding machine at Beaverton, Ore.

[Roberts], *866
Lighting scheme for paint shop at

Beaverton, Ore. [Roberts], *410

(Abbreviations: * Illustrated, c Correspondence.)

San Francisco, Cal.:

Southern Pacific Co.: (Continued)

Street traffic signal, *776

Transit problems discussed by city engineer,

1 101

United Railroads:

Application for confirmation of coupon
issue on bonds, 144

Dispute over connections for municipal
lines, 873, 920, 1011; Court proced-
ure started, 1J99

Gig for distributing long poles [Foster],
Mil

Hints to technical writers [Foster], c

460; Comment, 483
Jack for plumbing iron poles [Foster],

*276

Joint use of ferry loop with Municipal
Rys., 55, 377, 420, 470; Amicable
settlement, 749

Portable trolley-wire reel holder
[Foster], *220

Purchase ordinance lef erred back to com-
mittee, 140

Purchase of certain branches by city not
opposed by Pres. Lilienthal, 577

Readjustment of finances proposed, 925

Trolley wire wear; Causes [Foster],
569; [Foster], c *909; Effect of re-
trievers [Foster], c 613

Twin jacks for removing poles [Foster],
. *36?

University courses for employees, Plans
for, 54

San Francisco-Oakland Terminal Rys. (See Oak-
land, Cal.)

San Luis-Obispo, Cal.:

Pacific Coast Ry. :

Steel passenger car, *830
San Pedro, Los Angeles & Salt Lake R. R. :

Safety precautions to auto drivers, 61

Saratoga, N. Y. :

Hudson Valley Ry.:

Terminal completed, *855
Saskatchewan, Can. :
Saskatoon Municipal Ry. :

Emergency • snow-fighting equipment
[Archibald], *868

Sault Ste. Marie, Mich.:

Trans-St. Mary's Tr. Co.:

Change of ownership of water power,
street railway and ferry business at
Sault Ste. Marie, Ont., 668

Schedules and time-tables:

Coasting and no-coasting operation, Effect

on schedule speed [Chappelle], *116;
Comment, 112

Economy of higher speeds [Wood], 13;

Comment, 8

Express service for peak-load factory traffic,

Schenectady Ry. [Hamilton], 219

Factory specials, Picking up passengers by,

Comment, 111

Fare collectors at congested points, Three

per car used in Kansas City, 800, 976

Near-side stop, Advantages as timesaver

analyzed, Metropolitan Street Ry. [Har-
rington], 169

Saturation point for surface lines [Brush],

263

Schedule revision to meet automobile compe-
tition [Gonzenbach] , 75; Comment, 67

Schedule speeds in various cities compared

to Cleveland, 360

Service changes, Explanations for public

necessary, Comment, 937

Skip stops effect service improvements, Cleve-
land Ry. [Wilson], *15; Comment, 8

Skip stops, Effect on schedules [Wood], 13;

[Wilson], *15; [Strong], 17; [Sulli-
van], 18

Skip stops for rush-hour service, New York

State Rys. [Strong], 17; Comment, 8

Skip-stop service, Difficulties in establishing,

Chicago Surface Lines [Sullivan], 18;
Comment, 8

Watch inspection systems, *306

Schenectady, N. Y.:

Schenectady Ry. :

Application for new bond issue, 423
Express service for peak-load factory

traffic [Hamilton], 219
Heating and ventilation tests [Abell],
405

Station stop signals operated by passeng-
ers ordered for interurban line, 336

Strike, 920
Schomberg (Canada) & Aurora Railway:

Operation by electricity begun, 98
Scranton, Pa.:

Jitney regulatory ordinance sustained by

court, 188
Scranton & Binghamton R. R.:

Methods used to stimulate traffic, *938

January-June, 1916]

INDEX

XV

Scranton, Pa.: (Continued)

Scranton Ry. :

Complaints filed against jitney owners,

905; Comment, 887
Handling rush-hour traffic [Reilly], 952
Increase in wages asked for, 622; New
agreement, 794

Scrap material, High price of, Comment, 847

Seats (See Doors, seats and windows)

Seattle, Wash.:

Automobile competition, 291

Puget Sound Tr., Lt. & Pr. Co.:

Accident figures for five years, 928
Accident prevention meetings, 767
Auto-bus service by subsidiary company

begun, *164
Commission funds lacking for valuation,

708; Valuation resumed, 875
Franchise abandonment application de-
nied bv city council, 229; Relief re-
quested, 378
Good service discussed, 670
Heating of cars, Hearing, 801, 841
One-man car service, Proposed, 335; Re-
quest permission to operate, 977;
Property owners protest against,
1064; Authorized, 1110, 1159
Safety-first work, Methods to stimulate

interest [Carson], *70
Suit against jitneys in Bellingham,
Wash., 929

Seattle Municipal Street Ky.:

Extension proposed, 875
Financial condition, 1185; Comment,
1166

Financial statement, 878

Plans to reduce deficit, 709

Private operation of Lake Burien Line
urged, 971
Seattle, Renton & Southern Ry. :

Court decision on insolvency, 333

Kings County Superior Court orders
sale, 423; Purchase by city opposed,
833; Foreclosure sale, No bids re-
ceived, 926; Receiver recommends
acceptance of offer for property,
1018; Sale ordered, 1061

Reorganization plan submitted, 713; Ap-
proved, 752

Snowstorm blocks railways, 329

Sedalia, Mo.:

■ City Lt. & Tr. Co.:

Publicity method, 800

Selma, Ala. :

• Selma Street & Suburban Ry.:

Pole hoisting machine, One-man [Nees],
*614

Transporting poles with automobile and
dolly [Nees], "463

Service and tower wagons:

Keeping track of emergency wagon at

Rochester, *706
Maintenance costs in Brooklyn, 947

Storage-battery tower wagons for line work,

Bay State Street Ry., *179
Three section, automobile tower wagon (Mc-

Cardell & Co.), *136
Service standards:

Effect on revenue [Doolittle], 1035

Sherbrooke, Que. :

■ Sherbrooke Ry. & Pr. Co.:

Municipal ownership proposed by com-
pany, 834

Shore Line Elec. Ry. (See^Norwich, Conn.)
Shovels, Economy in buying, Cleveland Ry.
[Clark], 175

Shuttle service, Clean, well-lighted cars essential
to popularize, Comment, 154

Signals:

Analysis of signal indications, Railway Sig-
nal Association, 642

Contact signals for Jamestown, N. Y., *741

Interlocking system in Newark terminal

[Brown], *891

Judging signals by results, Comment, 761

Maintenance of signals, System for, Terre

Haute, Indianapolis & Eastern Tr. Co.
[Schlesinger], *45

Ohmmeter for signal systems (Roller-Smith),

*791

Psychology of signal observance, 902

Standards fixed for grade-crossing signals,

1012

Traffic, colored lights, at San Francisco,

Cal., *776
Signs on cars:

New route signs for Denver, Col., * 1 1 43

Single-phase railways:

Early onerating experiences, Philadelphia-

Paoli electrification [Grimshaw], *681;
Comment, 677

Philadelphia-Paoli electrification. Construc-
tion and operating details [Gibbs], 203

■ Single-phase for New York Connecting Ry.,

Single-phase railways: (Continued)

(See also Phase-converters; Motors)

Sioux Falls, S. D. :

Sioux Falls Tr. System:

On the Cars earliest company-publica-
tion, 147

Snow removal:

Emergency equipment at Saskatchewan,

Can. [Archibald], *868
Improvised wing plow, Vancouver [Murrin],

*658

Methods for removal and disposal [Bates],

162

Plows with nose-type shares mounted on

independent trucks, Illinois Traction
System, *94

Motor bus trailer plows, *308

Sled with adjustable wrought-iron scraper

eliminates hand shoveling (Lisbon Falls
Mfg. Co.), *49

Society for Electrical Development:

Plans for "Prosperity Week," 284

Southern Illinois & St. Louis Ry. (See Chicago,
111.)

Southern Illinois Lt. & Pr. Co, (See Hillsboro,
111.)

Southern Iowa Ry. & Lt. Co. (See Albia, Iowa)
Southern Pacific Co. (See San Francisco, Cal)
Southern Pennsylvania Tr. Co. (See Wilmington,
Del.)

Southern Traction Co. (See Dallas, Tex.)
Southwest Missouri R. R. (See Webb City,
Mo.)

Southwestern Electrical & Gas Association:

Convention, 943; Proceedings, 989; Papers

rGerhardt], 943; [Berry], 945;
[Locher], 946; [Dalv], 991; [Bennett],
992; [Griffin], 993; [Archibald], 996
Southwestern Traction Co. (See Temple, Tex.)

Spain:

Interurban railway voltages, 372

Special work:

Experience with bolted flange-bearings in

Kansas City, Mo. [Harvey], *1050

Progress in 1915, Comment, 4

Special track lavouts made interchangeable,

Columbus, Ohio [Watters], *864

Welding manganese steel [Armstrong],

*1144

100-Ib. rail with bolted, rolled guard in

track reconstruction, Springfield Ry.
[Keen], *134

Speed of cars (See Schedules and time-tables)

Speeder with motor wheel attachment (Mudge &
Co., Smith Mfg. Co.), * 1 37

Spikes (See Track construction)

Spokane, Portland & Seattle Ry. (See Vancou-
ver, Wash.)

Spokane, Wash.:

One-man cars, Hearing on complaint against,

^ 520

Washington Water Power Co.:

Bridge failure wrecks car, * 1 63 ; City to
pay accident claims, 235

Springfield, 111.:

Jitney regulatory ordinance, Court restrains

city from enforcing, 234
Springfield Consolidated Ry. :

Results from safety work, 861
Springfield Gas & Elec. Co.:

Commission decision on valuation in gas
rate case, 1002

Springfield, Mass.:

Springfield Street Ry. :

New carhouse to be built, 1014
Open cars changed to prepayment, *592
Palmer, Mass., carhouse destroyed by
fire, 623

Service improvements being effected,

189, 336
Wage arbitration, 1102

Springfield, Mo.:

Springfield Traction Co.:

Arbitration agreement for recent strike,

468

Illuminated time board, * 1 1 95

Springfield, Ohio:

Ohio Electric Ry. :

Experience with electric welder, [Sund-

maker], *789
Through service from Indianapolis, Ind.,
to Zanesville, Ohio, inaugurated,
754

Readjustment of leases, Subsidiary prop-
erties, 381
Wage increase, 874

Springfield Ry. :

Track reconstruction with 100-lb. rail
on steel ties and concrete ballast
[Keenl, *134

(Abbreviations: 'Illustrated, c Correspondence.)

Springfield, Ohio:

Springfield Ry.: (Continued)

Springfield & Xenia Ry. :

Wage increase, 874
Standard Gas & Elec. Co. :

(See Chicago, 111.)
Standardization :

Advertising Association standards, Com-
ment, 1027

Example of Master Car Builders, Comment,

1165

Price reduction, Comment, 888

Standards should cheapen cost c [Adams],

612, c [Gove], 612, Comment, 483, 589

Voltages for high-tension d. e. railways,

Standardization discussed^, 777; Com-
ment, 762

Stark Electric Ry. (See Alliance, Ohio)
State's rights in water powers upheld by Su-
preme Court, 229
Statistics :

Estimating costs on unit-time basis [Fuller],

*80

Operating results, Massachusetts railways,

for 15 years, [McGrath], *256

Receiverships and foreclosure sales in 1915,

37

Rolling stock ordered in 1915, 34, Comment,

2

Track construction, New or electrified, in

1915, 32, Comment, 2
Track mileage and number of cars owned

by electric railways in the United States

in June, 1915, 159
Traffic data, Street cars and jitneys in La

Fayette, Ind., [*Ewing], *355

Traffic on New York City bridges, 785

Steo accidents, Reducing by anti-slip material

(Am. Abr. Metals Co.), 280
Steubenville, Ohio:

Fare case against Tri-State Ry. & Elec. Co.,

I. C. C. decision, 669
Stockton, Cal.:
Stockton Elec. R. R.:

Lines offered to city, 875
Stopping of cars:

Cost of making a stop, Comment, 591

Duration of stop, Factors affecting, [Ewing],

*768, Comment, 762
Near-side stop:

Adopted experimentally at Minneapolis,
520

Advantages as time-saver analyzed.
Metropolitan Street Ry. [Harrington],
169

Results at Akron, Ohio, 520
Skip stops:

Difficulty of evolving suitable system,
Chicago Surface Lines [Sullivan],
18; Comment, 8

Discontinued in Detroit, 60

Economy of higher speeds [Wood], 13,
Comment, 8

Hearing in Newark, N. J., 477; Trial
operation, 628, 715

Increased speed by skip-stops in Cleve-
land, 335

Recommended for Dallas, Tex., 335
Rush-hour skip-stop service. New York
State Rys. [Strong], 17, Comment,

8

St. Louis (Mo.) hearing postponed in-
definitely, 477

Schedule speed, Effect on [Wood], 13;
[Wilson], *15; [Strong], 17; Sulli-
van], 18; Comment, 8

Service improvement due to skip-stop,
Cleveland Ry. [Wilson], *15, Com-
ment, 8

Selection of stopping points, Comment, 298

Storage batteries:

Endurance tests of drv batteries (Cleveland

Battery & Elec. Co.), *968
Lancashire X Yorkshire Ry. electrification,

*438, Comment, 432
Low operating cost on Cambria & Indiana

R. R. storage-battery car, 466
Substitute for dry cell (J. P. Mentzer &

Co.), *374
Storeroom systems [Schwarz], 1174
Straphangers do not pay dividends, Comment,

889

Strikes and arbitrations:
Alliance, Ohio, 794

Bay State Stret Ry. strike settled pending

arbitration, 709

Buffalo & Southern Ry., 1104, 1199

Ft. Wayne, Ind., Agreement reached, 971

Holyoke, Mass., Hearing, 330, 378

Newark, N. J., 663

Pittsburgh Rys., 872

Rhode Island Co., Wage increase granted

in decision of arbitration board, 30,
Comment, 68

XVI

INDEX

[Vol. XLVII

Strikes and arbitrations: (Continued)

Schenectady Ry., 920

Shore Line Elec. Ry., 1101

Springfield (Mass.) Street Ry. to arbitrate

wage question, 1102

Springfield, Mo., Arbitration agreement, 468

Toledo Rys. & Lt. Co., 664, 707, 745

Trenton & Mercer County Tr. Corp'n, 1012

1056; Deadlock, 1152

Washington & Old Dominion Ry., 1014

Washington, D. C, 499; Settled, 578

Wilkes-Barre Ry., 55, 97, 229, 377, 512;

Permanent employees replace strikers,
665; Situation discussed [Wright], 907
Worcester Consolidated Street Ry. to arbi-
trate wage question, 1103

Structures :

Air-operated and electric mechanisms for

buildings (Nat. Pneumatic), 830

A. R. E. A. clearance diagram, *698

Substation and equipment:

Automatic control for feeder protection,

[Howard], *603

Automatically controlled substation, Possibili-
ties of, 912; Comment, 7

Construction and equipment costs, Bay State

Street Ry„ 164

Converter trouble cured by brush treat-
ment, Illinois Traction System, * 1 3 5

Discussion at N. E. L. A. convention, 1032

General features of Pittsburgh substation,

[Hecker], *1093

Insulation and phasing test panel, 828

Outdoor substation design, [Young], 647

Standardization of substations, Difficulties

of, Comment, 7

Switchboard design at new Pittsburgh sta-
tion [Hecker], *1 146

Subways :

Responsibility for fixed charges, [Brush],

263

Sweden :

Electrification plans, 661

Goteborg Tramway:

Financial statement, 797
Swedish East Central Ry. :

Electrification begun, 1089

Syracuse, N. Y. :

Auburn & Syracuse Elec. R. R. :

Management changed, 283
Readjustment plans for securities, 925

Empire United Rys. :

Bondholders' committee notice, 333
Combating automobile competition, meth-
ods for [Gonzenbach], 75; Comment,
67

Default on notes, 473

Parlor cars stimulate traffic, *393; Com-
ment, 389

Petition to bring foreclosure action,
752; Authorized, 796

Plans for purchase of Monroe County
Elec. Belt Line, 517

Roller bearings on interurban cars. Ex-
perience, [Voth it Metcalfe], *865

T

Tacoma, Wash.:

Puget Sound Elec. Ry.:

Rate question pamphlet distributed
among patrons, 230

Tacoma Ry. & Pr. Co.:

Decision in franchise case affirmed, 513
Increase in interurban fare upheld, 1111
Power, Standby supply, furnished for
municipal power station, 378

Tacony, Pa.:

Frankford, Tacony & Holmesburg Ry. :

Wage increase, 874

Tampa, Fla. :

■ Jitney ordinance passed, 1109

Taxation :

California electric railways petition Commis-
sion for relief from excessive burdens,
511; Comment, 485

Wisconsin methods [Lyons], 599

Telephones:

Portable telephone sets remodeled from wall

sets, Buffalo, Lockport & Rochester Ry.,

*92

Temple, T°x. :

Southwestern Traction Co.:

Receiver appointed, 233

Terminal stations and terminals:

Elevators for London (Eng.) subway sta-
tions, Automatically controlled, 350

-New terminal at Newark, N. J., *817; Com-
ment, 807; Signal system [Brown],
*891

Saratoga terminal, *855

Terminal market at Los Angeles for inter-
urban roads, *782

Terminals and traffic congestion, Comment,

935

Terre Haute, Ind. :

Terre Haute, Indianapolis & Eastern Tr. Co.

Through service profits, 383

(See also Lebanon, Ind.; Indianapolis,

Ind.)

Tests of equipment:

Insulation and phasing test panel [Tanis],

*828

Overhead construction tests, Connecticut Co.

[Harte], 538

Portable testing apparatus arranged for one-
man operation [Ransom], *825

■ Safe test lead contact handle [Doyle], *657

Third Avenue Ry. (See New York City)

Third-rail contact system:

Maintenance on Detroit Tunnel electric

zone, *533, Comment, 525, Operating

records, *850
Lancashire & Yorkshire Ry., electrification,

Manchester-Bury, *439, Comment, 432
Protected third-rail, B. & O. electrification,

*1074, Comment, 1071

Protection, Safety report, Boston *652

Third track for express service, Manhattan

Elevated Ry., *128
Three Rivers, Canada:
Three Rivers Tr. Co.:

Operation begun, 55
Three-wire system (See Power Distribution)

Tickets :

Produce no saving in loading time, Com-
ment, 589

Ties:

Increased use of steel ties during 1915,

Comment, 2

Life of wood ties, Statistics on, 167

Treatment, Comparative value of, 504

Woods for cross-ties, Important considera-
tions in determining, 167
Timber classification for yellow pines, 310
Timber preservation:

Creosote for timber preservation, Foreign

supply in 1915, 166

Output of treated timber, 1914 and 1915, 968

Ties, Comparative value of treatment, 504

Zinc chloride, Specification for, 166

Timber specifications:

Grading, A. R. E. A. report, 607

Grading rules for yellow pine, 414

Needed, Comment, 983

Toledo, Ohio:

Franchise settlement plan, 708, Summar-
ized, 746

Toledo Rys. & Lt. Co.:

Arguments in contempt case concluded,
1014

Community ownership plan discussed,

793

Fare increased, 833
Inventory case, 377

Safety committees visit out-of-town
properties, 219

Service, Conference on, 425
Strike, Objection to union button, 664;
Hearing, 707; Settled, 745

Toledo & Western R. R. :

Storeroom systems discussed [Schwarz],
1174

Topeka, Kansas:

Jitney operators organization distintegrated,

1207

Ordinance keeps jitneys off car streets, 1064

Toronto, Canada:

Hydro-radial railway approved by voters, 98

Municipal ownership suggestions by mayor,

230

Plans for advisory commission, 513

Toronto Civic Ry. :

Financial statement, 668
Newspaper comment on fares, 749

Toronto Ry. :

Annual report, 667

Loss of employees due to war, 628

(Abbreviations: 'Illustrated, c Correspondence.)

Toronto, Canada:

. Toronto Ry.: (Continued)

Overcrowding case, Leave to appeal to
highest court granted, 106

Traffic commission to be appointed, 419, 576

Tower cars:

Connecticut Co., [Harte], *534

Track cleaner for grooved rails, Manhattan &
Queens Tr. Corp'n [Sherwood, *659

Track construction:

Cost comparison, welded and mechanical

joints, Louisville Ry., 415

Developments in construction, maintenance

and renewals during 1915, Comment, 2

Estimating track construction cost on unit-

tiire basis [Fuller] *80

Ladder track design, [Sanowl, *827

Experience in paved streets, Northern Ohio

Tr. & Lt. Co. [Blinn], *371

New and electrified track in 1915, 32, Com-
ment, 2

Portable stone crusher, [Falconer], *277

Spike, Drawing of proposed A. R. E. A.

standard, *641

Unit costs at Cleveland, Ohio, *559

100-lb. rail on steel ties and concrete bal-
last, Springfield Ry., [Keen], *134

Trackless trolley:

Bill passed in Massachusetts, to provide

for operation, 1057

Bradford, Eng., Trolley battery vehicle, *1099

Operating costs compared with motor bus,

England 442

Track maintenance:

Asphalt and concrete mixing plant at Oak-
land, Cal., *728

Catch basins in new and reconstructed track

in Kansas City, Mo., *967

Contact for portable welding machine,

Brooklyn, [McKelway], *568

Derailment record over temporary cross-
over switches, Louisville Ry., 79

Effects of low temperature on paving in

track allowance, *916
Grinding joints at New Haven, Conn., 572

Influence of location in street on cost,

[Cram], 443

Organization of track gangs, Comment, 525

Paving track allowances, [Cram], c 1190

Rail grinder at Worcester, Mass., (Ry.

Track-work Co.), *281

Rail grinding on Bay State Street Ry., 1197

Reclaiming broken track tools, 615

Track life extended by electric welding, at

Springfield, O., [Sundmaker], *789

Track switch. Automatic, at Rochester, N. Y.,

[Cadle], *739
Trade directory of Central America and the

West Indies, 31

Traffic:

Saturation point for surface lines and re-
sponsibility' for subway construction
[Brush], "263

Traffic investigations:

Analysis of stop duration at LaFayette,

Ind., [Ewing], *768, Comment, 762
Length of ride, Boston, [McGrath], *595

Loop traffic analyzed, Chicago Bureau of

Transportation, *171

Street cars, pedestrians and jitneys in

La Fayette, Ind., [Ewing], *355

Traffic stimulation:

Folders for, [Greene], *351

Methods at Detroit, 783; Scranton, *938;

Dallas, Tex., [Griffin], 993-
Parlor car service, Empire United Rys.,

*392, Comment, 389

Transfers:

Printing machine, Experimental, Detroit,

841

San Diego Elec. Ry. adopts new form, *308

The transfer privilege, Comment, 983

Transportation of troops. Importance of rail-
ways in preparedness plans [Harries],
c 41, Comment, 2

Trenton, N. J.:

Trenton & Mercer Conty Tr. Corp'n:

Conference on adequate service, 716
Inexpensive door-opening device, * 1 053
Strip ticket order affirmed, 335; Peti-
tion against, 477, 628

Strikers agree to arbitrate, 1012; Arbi-
tration begun, 1056: New arbitra-
tion plan, 1013; Deadlock, 1162, 1200

January-June, 1916]

INDEX

XVII

Tri-City Ry. (See Davenport, la.)
Trolley Retrievers:

Improved type (Earll), *573

Trolley shoe, (Miller), *829

Trolley-wire reel holder, Portable, United Rail-
roads of San Francisco [Foster], *220

Trucks, car:

Birney one-man car, *558

Maximum traction trucks for Rochester low

level car, *766, Comment, 763

Tucson, Ariz.:

. Tucson Rapid Transit Co. :

One-man cars, Construction and equip-
ment details, *21, Comment, 9

Tulsa, Okla.:

Jitney zone prescribed, 1159

Turbo-generators and equipment:

Large capacity unit for Boston, M63, 830

Prime movers discussed, N. E. L. A. con-
vention, *998

Providence plant, Rhode Island Co., *300

30,000-kw. turbine for Interborough Rapid

Transit Co., 318; Tests [Stott, Finlay],
*903

Twin City Rapid Transit Co. (See Minneapolis,
Minn.)

u

Union Electric Co. (See Dubuque, la.)
Union Traction Co. of Indiana (See Anderson,
Ind.)

United Railroads of San Francisco (See San

Francisco, Cal.)
United Rys. (See St. Louis, Mo.)
United Rys. & Elec. Co. (See Baltimore, Md.)
Urbana, 111.:

Urbana & Champaign Ry., Gas & Elec. Co.:

One-man car operation opposed by city
council, 61

Valparaiso, Chile:

Compania de Tranvias Electricos de Val-
paraiso:

Franchise extension rejected, 855
Vancouver, B. C. :
British Columbia Elec. Ry.:

Annual report, 516

Emergency snow-fighting equipment,

[Murrin], *658
Method of determining leverage,

[Lloyd], *370
Sale of low rate tickets discontinued, 512
Schedule maintained despite snow, 512
Series-parallel switch on line car,
* [Lloyd], *461

Vancouver, Wash.:

North Coast Pr. Co.:

One-man car service planned, 1063

Spokane, Portland & Seattle Ry. :

Sand dryer, oil-burning, [Lister], *503

Ventilation of cars:

Experience in ventilating all-steel interur-

ban cars, [Hemming], 1049
Tests on Schenectady Ry., [Abell], 405,

[McElroy], Discussion, 446

Virginia :

State Corporation Commission report, 287

Virginia Ry. & Pr. Co. (See Norfolk and Rich-
mond, Va.)

w

Waiting stations:

Attractive stations in southern California

*997

Elevators for London (Eng.) subway sta

tions, Automatically controlled, 350

Wanamie, Pa. :

People's Street Ry.:

Application for receiver, 187
War and electric railways (See Preparedness)

Warren, Ta. :

Warren & Jamestown Street Ry.:

Fare reduction refused by Commission
in New York, 424
Washington (State):

Commision hearing on one-man and owl cars,

1205

Jitney bonding law upheld, 715

Jitney bonds being cancelled for lack of

sponsors, 104

Public service commission:

Review of accomplishments in 1915, 226

Railway valuations reduced, 1102

State compensation act passed upon by U. S.

Supreme Court, 230
Washington, D. C:

^Capital Traction Co.:

Annual report, 420
Safety campaign in schools, 477
Strike, 409; Wage terms settled, 578

Public Utilities Commission proposes service

standards, 1063
Status of Public Utilities Commission valua-
tion, 709

Washington & Old Dominion Ry. :

Strike in spite of arbitration agreement,
1014

Washington Interurban Ry.:

Road sold at receiver's sale, 59

Washington Ry. & Elec. Co. :

Annual report, 185

Approval of constitutional amendments
[Ham], c 366

Bonus under profit-sharing plan dis-
tributed to employees, *74

Christmas entertainment for employees'
children, 61

I'resident King talks on consolidation,
416

Safety campaign in schools, 477
Strike, 499; Wage terms settled, 578
Washington Water Power Co. (See Spokane,
Wash.)

Watch inspection sytems, *306
Waterloo, la.:

Waterloo, Cedar Falls & Northern Ry. :

Distance warning signs reduce acci-
dents, *1090
Methods of selecting and training train-
men, [Lamb], 900
Ordinance against one-man cars, opposed

by company, 424
Proposed electrification of Chicago, Ana-
moosa & Northern R. R., as a sub-
sidiary, 1011
Water-power control, Report of congress by de-
partment of agriculture, 230
Watertown, N. Y. :

Watertown Transportation Co. :

Bus rights granted, 841
Watt meters, Use on cars (See Energy consump-
tion )
Waupaca, Wis. :

Waupaca Elec. Lt. & Ry. Co.:

Fare increase modified, 627
Wausau, Wis.:
Wausau Street R. R. :

Name changed to Wisconsin Valley
Elec. Co., 144
Waynesboro, Pa. :

Greencastle & Waynesboro Street Ry.:

Carhouse fire, 378
Webb City, Mo.:

Southwest Missouri R. R. :

Bonus for employees during war, 747
Bus venture unprofitable, 1207
Express service hampered by internal
revenue stamps, 500
Weed burner built on flat car, Portland Ry.,

Lt. & Pr. Co. [Maize], 47
Welding, Special methods:

\ Contact for portable welder, Brooklyn, [Mc-

Kelway], *568

V Exciter set used for track welding, Hat-

tiesburg, Miss., 1099
■ Experience in various shops, *550, Com-
ment, 526

Manganese-steel welding [Armstrong], * 1 144

■ Oxy-acetylene welds replace flanged pipe con-
nections, *49

Reducing bore of gears, Atlantic City, N. J.,

I Blacklock], *369

-Track life extended by welding, Spring-
field, O., [Simdmaker], *789

Western Maryland Ry.:

West End Rapid Transit Co. (See Cincinnati,
Ohio)

Line between Helens Run and Wyatt Mines

to be electrified, 971
Westinghouse Elec. & Mfg. Co.

ment, 1015
Westinghouse Memorial Tablet,
West Jersey & Seashore R. R.

ment, 711

West Penn Rys. (See Connellsville, Pa.)
(Abbreviations: * Illustrated, c Correspondence.)

Wheaton, 111.:

Aurora, Elgin & Chicago R. R. :

Power saving in car operation, Instruct-
ing trainmen, [Gillette], 732
Safety exhibit at Aurora, * 1033

Wheels:

Flange oiler, [Lister], *700

Mileage of cast iron and steel, Detroit United

Ry., 1051
Wichita, Kan.:

Arkansas Valley Interurban Ry.:

Through passenger service inaugurated
on extension, 188

Wilkes-Barre, Pa.:

Wilkes-Barre Ry.

New publication, 715

President's address before Pennsylvania
Association, [Wright], 906

Strike injunction and damages sought
by company, 55; Injunction granted,
97; Permanent injunction hearing,
229; Statement by company, 377;
Strikers ask damages, 512; Perma-
nent employees replace strikers, 665;
situation discussed [Wright], 907
Wilkes-Barre & Hazleton Ry. (See Hazleton,

Pa.)

Williamsport, Pa.:

Williamsport Passenger Rys.:

Legal points in operation of jitneys,
[Davis], 905, Comment, 887
Willoughby, Ohio:

Cleveland, Painesville & Eastern R. R.:

Financial statement, 666
Wilmington, Del.:

Southern Pennsylvania Tr. Co.:

Experience with jitneys, [Heindle], 905,

Comment, 887
Method of training platform men,
[Heindle], 954

Wilmington & Philadelphia Tr. Co.:

Car, Low-floor, light-weight, * 1 1 68
Wage increase to employees, 229

Windows (See Doors, seats and windows)

Winnipeg, Man.: .

Winnipeg Electric Ry.:

Dividend passed, 713
Financial statement, 626, 1108

Winona, Minn.:

Wisconsin Ry., Lt. & Pr. Co.:

Experience with one-man cars, [How-
ard], 601

Wisconsin :

Commission fixes fares of Chicago & Mil-
waukee Elec. R. R. Co., 383

Taxation methods, [Lyons], 599

L'tility legislation, [Sanborn], 648

Wisconsin Electrical Association:

March meeting:

Proceedings, 563, 599, Papers, [Ewing],
600; [Howard], 601, 603; [Geisse],
602; [Young], 647; [Sanborn], 648

Wood blocks for floors in buildings, Value of,
167

Worcester, Mass.:

Worcester Consolidated Street Ry.:

Open cars changed to prepayment, "592

Rail grinding practice, *281

Stock increase opr 'sed, 472

Wage arbitration, 1102; Increase, 1153

(See also Millbury, Mass.)

W ork cars :

Combined with flat car, San Francisco, "965

Combined work car, snow-plow and sweeper

for Port Arthur, Ont., *465
Line car with air-operated platform for K.

C, C. C. & St. J. Ry., [Spellman],

*1098

Low-side, automatically-controlled dump

car, (Differential Car Co.), *571

Speeder with motor wheel attachment

(Mudge), *137

Wrecking cars:

Equipment, Public Utilities Co., * 1 196

Wrench for limited clearances, (Mechanical

Specialties Co.), *1100
Writers, Hints to technical, [Foster], c 460,

Comment, 483

Financial state-

274

Financial state-

York, Pa.:
York Rys.:

Financial statement, 580

Freight and express rates and service
[Wayne], 956

Wage increase, 874
Yakima Valley Transportation Co. (See North

Yakima, Wash.)
Youngstown, Ohio:

Jitney ordinance upheld, 714

Mahoning & Shenango Ry. & Lt. Co.:

Power station extension completed, 918

XVIII

INDEX

[Vol. XLVII

AUTHOR INDEX

A

Abell, Horace A. Heating and ventilation of

urban cars, 405
Adams, H. H. Standards should cheapen costs,

c 612

Anderson, H. D. Handling accident reserves, 955
Anderson, S. H. Three wire system in Los

Angeles, *395
Archibald, F. D. Emergency snow-fighting equip-
ment in Western Canada, *868
Archibald, W. M. Street railway paving, 996
Armstrong, A. H. Electric operation on the St.
Paul, *1 130

Opportunities for electrification, 28

Armstrong, P. A. E. Manganese steel welding,
*1 144

Arnold, Bion J. Depreciating overhead charges,

Definitions of accounting terms, 498
Arthur, William. Efficient car operation, c 781

B

Baker, Chauncey B. Railway military prepared-
ness, 348

Balfour, H. N. Accounting for betterments and

replacements, 770
Bates, A. J. Expanded steel truss pole, 207
Bates, H. Snow-fighting apparatus, 162
Bauer, John. Relieving the investors uncertainty,

491

B'edwell, C F. Carhouse design and construction,
209

Beeler, John A. Saturday Evening Post an-
swered, 353

Benedict, H. A. New car for Public Service Ry.,
*114

Bennett, F. J. Economical maintenance of city
and interurban cars, 992

Bennett, H. K, Clearing house for safety liter-
ature, c 41

Bernard, M. Use of manganese steel in plain

curves, *410
Berry, V. W. Effectiveness of coasting recorders

in reducing power consumption and

operating costs, 945
Binkley, Geo. H. Concrete and asphalt mixing

plant saves its cost in one year, *728
Blacklock, John B. Reducing bore of gear by

means of electric arc, *369
Blinn, Thomas W. Track construction in paved

streets, *371

Brady, Arthur W. Proposed changes in the A.
E. R. A. constitution, c 215

Bright, E. W. Value of ties, Treated and un-
treated, 504

Brown, T. W. Signaling in the Public Service

terminal, *891
Brown, Tames W. Tig practice at Hazleton, Pa.,
"*913

■ Porcelain insulators for grid suspension,

M144

Bruenauer, O. Application of ball bearings to

railway car journals, "1096
Brush, M. C. Increasing capacity of urban

systems, 263

Bruster, R. R. Relations of accounting officers
to other members of official family, 1136

Buchmann, H H. Motorman's auxiliary control
board, *701

Removable pilot used with couplers, *506

Steel siding substituted for wood stiffens

car, *569

Burr, G. L. Determining if proposed improve-
ments will pay c 1047

c

Cadle C L. Automatic track switch in Ro-
chester, *739

Cameron, G. M. Co-operation between railways
and schools in educational work, c 823

Cantlin A H. S. Lighting of interurban cars,
c 87

Carhart, Raymond H. Roller bearings for rail-
way use, 1127
Carson, George. Safety first in Seattle, *70
Chappelle, C. C. Energy input method of de-
termining motormen's efficiency, c *695
Fundamental principles of car operation effi-
ciency, *116

Principles of efficient car operation, 686

Claggett, R. B. One-man, double-end, single-
truck cars, 25

Clapp, Harold W. Load dispatching at East St.
Louis, * 1 56

Clark, Charles H. Economy in buying good
shovels, 175

Measuring yardage of granite blocks by

weight instead of count, 963

Clark, J. L. Electrical repairs on controllers and
motors in Los Angeles, *278

Clark, L. M. Cataloging equipment insures ac-
curacy, *739

Clough, W. A. Comparative economies of old and

new motors, 1181
Coffin, L. F. Recent lightning arrester expen

ence, *88

Cooper, H. S. Collection of corrugation data
urged, 407

Prospects of the jitney, 39

Cram, R. C. Paving track allowances, c 1190

Track maintenance in streets, 443

Crouse, D. E. Ampere-hour meters on Annapolis

Short Line, *413
Culbertson, R. K. Electric locomotives for spot-
ting service, *462

D

Daly, David. President's address at Southwest-
ern Electrical and Gas Association, 991

Davis, E. H. Legal points in operation of jitneys,
905

Davis, George H. First company publication,
c 567

Dickson, E. J. One-man car operation in Lock-
port, N. Y.

Dike, E. R. Granite paving blocks recut and re-
laid for $1.59^ per yard,

Dobson, J. V. Motors and phase converters on
N. & W. locomotives, *644

Doolittle, F. W. Railway operation in Cleveland,
359

Some problems of the electric railway in-
dustry, 1035

Dovle, Bernard. Safe test lead contact handle,
*657

Doyle, J. S. Maintenance of coasting recorders,
c 215

Drew, James H. A plea for patriotism, c 782

President Henry's letter, c 366

Duncan, C. W. Sanitary water cooler with iso-
lated ice chamber, *6 1 6

Dunham, Jr., W. R. Connecticut Co. bridge
records, *412

High-carbon steel and rail corrugal ion, c 216

Durie, Daniel. Reclaiming oxidized babbitt, 656

Reclaiming worn axles, 506

E

Earll, C. I. Why trolley wire wears out, c *734

Eaton, G. M. Chattering wheel-slip in electric
motive power, * 3 1 2

Elliott, Thomas. Co-operative education for em-
ployees, c 1047

"Equipment Engineer." Grid-resistor tests,
c 1048

Grid-resistor tests and standardization found

important, *505
Eveland, George H. Bonds and bonding practice,

966

Ewing, D. D. Factors affecting duration of
stops, *768

Starting currents for interurban car motors,

90

Traffic studies in Lafayette, Ind., *355

Ewing, M. C. Presidential address, Wisconsin
Electrical Association. 600

F

Falconer, D. P. Portable crusher eliminates

stone hauling, *277
Findley, R. H. Rail joints, 896
Fisher, F. E. Sanitary covers preserve car seat

backs, *322

Flatley, M. F. Babbitting jig eliminates hot

journals, *1006

Home-made armature banding tensioner, *96 1

Winter and summer motor covers effect

economy, *913
Forsyth, W. H. Development of the automatic

car curtain, *133

Foster, S. L. Gig for distributing long poles,
*411

Hints to technical writers, c 460

Portable trolley-wire reel holder, *220

Tool for plumbing iron poles, *276

Twin jacks for removing wood poles, *369

Why trolley wire wears out, 569; c 613;

c *909

Fowler, George L. Causes of rail corrugation,
c 126

Corrugated culvert pipes tested under a

sand bed, * 964

Hydrostatic tests of corrugated culverts, *914

Fowles, Byron C. One-mar. car operation jjegun
in Pine Bluft, 24

Fuller, Carl H. Estimating cost of track con-
struction on a unit-time basis, *80

Funk, J. T. One-man cars in Lou'sville, 20

G

Gailor, C. F. Curved heads for girder rails,
*cl26

Gebhart, Henry. Railway exhibit educates pub-
lic, *857

Geisse, Harold L. Attitude of Wisconsin Com-
mission on security issues, 602

Gelder, D. V. Lighting of interurban cars,
c 41

Gerhardt, P. W. Psychological tests for motor-
men, c 1046

Scientific selection of employees, 943, *996

Gibbs, George. L onstructiou and operating de-
tails of Philadelphia electrification, 203

Gillette, E. S. Power saving in car operation,
732

Gonzenbach, Ernest. Electric railway and the

automobile, 75
Goodyer, T. B. Motor buses in London, c 218
Gove, W. G. Standards should cheapen cost,

c 612

Steel wheels and rail corrugation, c 319

Graham, J. N. Reclaiming worn button-end
axles, *89

Green, Alfred. Progress in car equipment lubri-
cation, *819
Greene, Finley H. Traffic circulars, *351
Griffin, Tames P. Developing interurban traffic,

993

Grimshaw, F. G. Operation of Philadelphia-

Paoli electrification, *68l
Gross, I. W. Return feeder system of the In-

terborough Rapid Transit Co., *160
Guernsey, Nathaniel T. Principles of railway

valuation, 249

H

Hall, A. J. Liquid rheostat in locomotive serv-
ice, *313

Haller, W. A. Construction and equipment de-
tails for one-man car in Tucson, *21
Ham, W. F. Amendments to the Constitution,

c 366

Hamilton, W. S. Express cars in city service,
219

Hanna, J. A. Delivery of cars during 1916,
c 219

Harries, George H. General staff considering
electric railways in preparedness plans,
c 41

Harrington, W. C. Near-side stop, 169
Harrison, R. H. The Public Service repair
shops, 272

Harte, Charles R. Overhead construction —
Tools, specifications and tests, *534

Harvey, A. E. Cause of rail corrugation elu-
sive, c 319

• Experience with bolted flange-bearings in

Kansas City, Mo., *1050
Harvie, William J. Methods of fare collection,

449

Hathaway, E. C. First company publication,
407

Hawley, Cornell S. Delivery of cars during
1916, 172

Relation between electric railway men- and

manufacturers, 202

Hecker, G. C. Recent railway substation, I, Gen-
eral features, *1093

II, Switchboard design and distribution fea-
tures, *1146

Heindle, W. A. Training platform men, 954

Hellmund, R. E. Mechanics of railway motors,
860

(Abbreviations: * Illustrated, c Correspondence.)

January-June, 1916]

INDEX

XIX

Hemming, R. N. Some car ventilation ideas,
1049

Henriques, J. C, Power plant inventory, *616
Henry, Charles L. Open letter to A. E. R. A.

and A. E. R. M. A., 317
President's address, Central Electric Rail-
way Association, 402

What the electric railway wants, 244

Hershberger, D. C. Railway motor field control,
*1178

Hershey, Q. VV. Induction motors on Norfolk

& Western, 453
Hixon, L. T. Department expense statements,

M176

Howard, R. M. Feeder protection by automatic

current limitation, *603
Two years' experience with one-man cars,

601

I

Insull, Samuel. Comments on public utility com-
missions, 950

J

Johnson, H. A. Energy savings with roller bear-
ings, 1127

Tests of field-control motors, 1183

Value of instruction on ( hicago Elevated

Railways, *687

K

Kealy, Philip J. What constitutes utility value?
267

Keen, C. G. Track rehabilitation in Springfield,
Ohio, *134

Knox, George W. Partial one-man car service
in Oklahoma City, 24

Koehler, C. H. Energy-input method of de-
termining motormen s efficiencies, c *367

L

Lamb, O. S. Selection and training of train-
men, 900

Lanphier, R. C. Use of current and power

measuring instruments, 687
Lawson, George. Selection of employees, c 1046
Layng, J. F. Car operating efficiency, *690
Leavitt, K. D. Grinding commutators at Evans-

ville, Ind., *788
Lewis, A. P. Firing with gas at Elyria power

station, *1095

New transformer house at Elyria, O., *1193

Lister, F. G. Flange oiler for reducing curve

friction on interurban railways, *700

Oil-burning sand dryer, *503

Lloyd, H. M. Series-parallel switch on line car,

M61

Simple ' method of graphically determining

air-brake leverage, *370
Locher, D. R. Practicability and operation of

one-man cars, 946

M

Maize, F. P. Planning and efficiency system in
Portland, Ore., shops, *539

Portland weed burner, 47

McCollum, Burton. Electrolysis with unfre-
quently reversed currents, 563

McGrath, D. J. Determining the actual length
of ride, *595

■ Return on Massachusetts investments, *256

McHenry, E. H. Some aspects of heavy elec-
tric traction, 26

McKelway, G. H. Contact for portable welding
machine, *568

Freeing manholes of gas, *44

-Locating and wiring crossovers, 324

McLean, George. Theory of public utility fran-
chises, 899

Mcl.eod, Frederick J. Massachusetts regulation,

651

McWhirter, J. S. Causes of rail corrugation,

c 87

Metcalfe, A. C. Results obtained with roller

bearings on interurban cars, "865
Moore, W. E. One-man, light-weight cars, 953
Mortimer, J. D. Rate of return on railway
capital, 253

Mullaney, T. F. Causes of rail corrugation,
c 216

Murrin, W. G. Emergency snow-fighting
equipment, *658

N

Nash, L. R, Cost of operation in Cleveland, 455

Economies of the jitney, 1184

Nees, W. E. One man pole hoisting machine,
*614

Transporting poles with automobile and

dolly, *463

o

Overman, W. J. Adjustment of drum controller
fingers, *276

P

Palmblade, K. F. Paving street railway tracks,
304

Palmer, R. W. Light-weight interurban cars,
*656

Reclaiming GE-57 motors, *132

Semi-vent. lation of GE-57 motors, *223

Palmer, W. K. Inexpensive steel pole line, *702
Parsons, R. H. Devices for protecting arma-
tures, * 1 19 1

Gage for adjustment of controller fingers,

*615

Hints on compressor maintenance, * 1 76

Small heat-retaining soldering iron, *507

Patterson, Francis D. Physical examination for

employees, 908
Pellissier, G. E. Causes of rail corrugation,

c 41, c 320

Perkins, R. W. Copper zones in Norwich,

Conn., c *567
Phillips, F. R. Engineering manual, 907
Pierce, D. T. Asphaltic concrete pavements,

1051

Potter, R. R. Steel tire removal, *1006
Potter, W. B. Car-operation efficiency, c 218
Pringle, P. J. Improved one-man operation in

Australia, c 172
Putnam, H. S. Car operation efficiency, c 654

R

Ransom, E. D. Controller maintenance, * 70 1

Maintenance of controller handle bushings,

*961

Maintenance of motor leads, *1 194

' Portable testing apparatus arranged for one-
man operation, *825

Ray, Thomas B. Durability of electrically
welded resistance grids, c 407

Repairing electric locomotive resistance

grids, *322

Reid, Arthur. Pay-as-you-enter cars recon-
structed for one-man operation, *24

Reilly, P. T. Rush-hour traffic, 952

Keinke, A. Otto. Lamp trolley for carhouse,
*867

Renshaw, Clarence. 1 1 igh-voltage d. c. railway

practice, 777
Roberts, G. R. W. Trolley lighting scheme for

paint shops, *410
Universal coil winding machine, *866

s

Sanborn, John B. Utility legislation in Wis-
consin, 648
Sanow, N. L. Ladder track design, *827
Sayers, Henry M. A Study of rail corrugation,
*786

Schlesinger, A. Line crews maintain T. H.. I. &

E. light signals, *45
Schwarz, A. Storeroom systems, 1174
See, P. V. Modern shop methods, 405
Seely, G. T. Economy of power consumption

in car operation, *6S8
Shepard, E. R. Construction and maintenance

of rail joints and bonds, 461
Shepard, F. H. Considerations in railway power

distribution, 29

Electric locomotive drives, * 1 085

Sherwood, E. C. Automatically operated track

cleaner, *659
Combined conductor's seat and register-oper-
ating mechanism, * 1 74
Skelley, F. V. Saving power with watt-hour

meters, *813
Smaw, W. H. Inefficient mailing lists, c 460
Smith, George Oliver. Satisfactory equipment

for air-brake instruction, * 32 1
Smith, J. R. Maintenance of GE-800 motors,

*1095

Spangler, Ludwig. Stepless double-deck car in-
troduced in Vienna, *1030

Spellman, J. N. New interurban and work cars
for K. C, C. C. & St. J. Ry., *1098

(Abbreviations: "Illustrated, c Correspondence.

Squier, Q VV. Defects in multiple-unit control

equipment, *738
Equipment defects — Connection boards,

frames and covers, *221
Stichter, R. B. One-man car operation in

Waco, Tex., 25
Storer, N. W. Electrification of transportation

lines, 168

Stott, Henry G. Power generation for electric
railways, * 1 1 70

Strong, Elmer E. Skip-stops for rush-hour serv-
ice, 17

Sullivan, J. V. Skip-stops and schedule speed, 18
Sundmaker, J. H. Track life extended three

years by electric welding, *789
Sutherland, John. Inspection and maintenance.

901

T

Tanis, G. B. Insulation and phasing test panel,
*828

— Prevention of draw-bridge accidents, *1007

Taurman, A. Mechanical door and step operat-
ing device for center-entrance cars, *1008
Thompson, A. H. Reclaiming worn button-end
axles, *788

Thompson, C. E. Energy saving, Results on Chi-
cago & Milwaukee Elec. R. R., 687

Thorne, Clifford. Adequate return on invest-
ment, c 567

Tinnon, J. B. Use of ampere-hour meter and
results obtained, 689

Tinsley, A. M. One-man cars, Cape Girardeau-
Jackson Int. Ry., 20

Twyford, H. B. "Transmission losses" in pur-
chasing department, "1091

u

Underwood, Oscar W. Railways and government
regulation, 247

V

Vail, Theodore N. Dangers of utility regulation,
646

V ander Veer, J. H. Maintenance costs of coast-
ing recorders, c 172

Vincent, J. C. Overhead construction on the
Twin City lines, *222

Voth, W. B. Results obtained with roller bear-
ings on interurban cars, *865

"Vulcan" Friction in Trolley Bases, * 1 74

w

Waggoner, J. W. One-man car operation satis-
factory to patrons, 2S

Waite, H. M. Commission-Manager government
and its relation to utilities, 452

Walker, Kenneth C. Safety-first exhibit in New
Haven, *358

Wardle, J. D. Successful under-water coal
storage, *1191

Waters, W. T. Saturdav Evening Post answered,
c 502

Watters, Burr S. Special track-layouts made in-
terchangeable, *864

"Way Engineer." Reclaiming broken track tools,
615

Wayne, J. E. Freight and express service and

mail service rates, 956
Weston, George. Elements of utility valuation,

265

Will, F. W. Manners make the (platform)
man, c 781

Williams, T. S. Uncertainty of utility valuation.
254

Willcox, Orlando B. Competition with other in-
vestments, 260
Wilson, A. M. Co-operative education in elec-
tric railway work, *724
Wilson, Paul E. Skip-stop in Cleveland, *15
Wood, B. F. Economy of higher speeds, 13
Wood, F. E. Building up profitable freight traffic
*486

Features of freight operation on the L., A.

& W. St. Ry., c *1190
Woods, Carl F. Protection of car finishes, 91
Wright, Thomas A. President's address, Penn-
sylvania Association, 906
Wynne, F. E. Car operation efficiency, c 173

Operation, Norfolk & Western Ry. *311

Tripping of circuit-breakers with cars de-
scending grades, c 654

Y

Young, H. W. Outdoor substations, *647

XX INDEX [Vol. XLVII

PERSONAL

A

Abercrombie, D. P., Jr., 336, 385

Ahearn, J. M., 930

Albin, H. A., 1021

Aldred, J. E., 336

Alexander, Joseph H., 236

Allen, E. C, 1022

Alspach, F. A.. 930

Anderson, VV. B., 1021

Arnold, Bion T., 236, 842, 1065

Arthur, Harry A., 1208

Ashenfelter, H. M., 630

Atchison, Clyde B., 802

Atchley, E. B., 425

Atwood, W. B., *630

Austin, John B., Jr., 802

B

Bacon, George W., 385
Baker, C. Dwight, 802
Baker, Edwin EL, *520
Bailey, C. Sims, 584
Baldwin, A. S., 673
Baldwin, George J., 106
Baltzer, A., 929
Barton. Enos M., 931
Batchelor, Charles Harper, 930
Bates, John S., 425
Bauer, John, 1065
Beamer, C. I., 148
Beatty, Pakenham W., 672
Beeler, John A., 63
Beggs, John I., 385
Bell, Charles D., 336
Bemis, A. T., 337
Benham, Albert, M79
Berg, Fred A., 756
Black, Charles N., *930, 1112
Blackball, J. R., 237, 425, 629, 842
Blackington, C. W., 336
Blaser, Arthur, 148, 191
Bogges, S. E., 1208
Boileau, W. E., 1065
Bowden, T. H., 1208
Boyd, Robert W., 236
Boynton, B. .F., 425
Briggs, Frank S., 63
Br.nckerhoff, Henry M., *426
Brooks, F. W., *190, 1065
Broome, S. P., 426
Brown, Arthur, 1112
Brown, C. Elmer, 336
Brown, Harry H'., 191
Brown, Lewis F., 148
Brown, Walter M., 1065, 1160
Brownell, H. L., M26
Bump, Milan R., 1112
Butler, H. O., 106, *190
Butman, George A., 1208

c

Cadwell, R. L., 148
Callahan, T. J., 882
Cameron, Dwight F., 107
Campbell, R. B., 190
Chapel, William H„ 883
Carley, R. F., 148, *237
Carll, David S., 148, 190
Carr, E. M., 1112
Carr, W. Frank, 584
Carson, George, 63, 1160
Carson, W. A., 149
Catherman, John, 672
Chapman, C. T., 385
Charles, Mavon G., 672, 756
Cherry, T. C 1022, *1 1 12
Chisholm, William, 756
Clark, C. rence Howard, Jr., 149
Clark, R. J., 521
Cleland, H. E., 148
Cleveland, John A., 148
Clough, D. I., 672, 930
Connette, E. G., 63
Cook, Charles E., 931
Cooley, Charles E., 1208
Cooper, Harrv L., 191
.Corrigan, John T., 929
County, A. T., 629
Cowan, T. G., 190
Crane, Harold A., 292
Crawford, Tohn B., 629
Crawford, N. McD., 629
Curee, W. T., 672
Cusfer, Ludwig Talbot, 107

D

Daggett, Leonard M., 63
Dalgleish, R. H., 236
Davis, Edward J., 1066
Dawson, Richard, 148
Day, Louis M., 63
Deahl, Anthony, 882
Decker, E. W., 236
De Long, Frank P., 756
Dempsey, T. J., 336
Derge, F. J., 1112
Dickson, John, 1160
Dinsmore, W. H., 717, 802
Donald, J. C, 1160
Donaldson, W. B.. 63
Dowman, Harrv W., 190

Drew, L. E., 1208
Dutfer, Charles, 1112
Duke, Curtis, 756
Duncan. Louis, 385
Dutton, A. N., 1065

E

Eaton, Frank Heber, 293
Eaton, T. M., 929
Eaves, j. E., 148
Eckman, F. C, 929
Edbauer. Tohn, 629
Eddy, H. C, 478
Edmunds, Frank, 292
Edwards, Allan F., 336
Egan, Tohn M., *293
Egan, Louis H., 292
Ehrke, E. W., 1065
Ellingwood, Walter P., 1022
Ely, Van Horn, 148, 425
Erickson, Halford, *882
Eshleman, Tohn M., 479
Evans, H. H., 521
Evans, M. D., 63
Eysenbach, E. E., 717

F

Faithorn, H. C, 478

Fallon, B. J., 63

Fears, E., 842

Fisher, F. E., 629

Fisher, Frank R., 1065

Fligg, Horace, 1021

Floy, Henry, 931

Flovd, Charles A., 930

Fogg, Forrest G., 802

Foushee, Howard A., 337

Francisco, Ferris Le Roy, "1208

Freeman, Manfred. 106

Frueauff, Frank W., 292

Furlong, A. D., 148

G

Garnsey, L. T., 479
Gayley, Oliver C, 149
Geer, Garrow T., 802
Gent, L. W., 148
Genung, H. A., 717. 802
Gibson, Tames E., 673, *756
Gilfillian, George A., 630
Goldmark, Godfrey, 106
Gonzenbach, Ernest, 1112
Goodman, Edward Harris, 521
Gravson, W. W., 629
Gribbel, John, 148
Griffith, Franklin T., 756
Grinnell, Lawrence I., 1208

H

Hall, W. R., 672

Ham, William F., 148

Hamilton, F. M., 63

Hammond, Tames R., 1112

Hanna, John H., 148, *191

Hannaford, Foster, 106

Harkness, Le Rov T., 929

Harlev, George B.. 883

Harley, H. E., 929

Harrington, William C, 672, *756

Hartwell, Harry, 292

Harvev, Julien H., 672

Haseltine, W. E., *629

Hazelton, Charles W., 336

Haworth, James G., 977

Heinemann, W. F., 1160

Henderson, Ralph M., 336

Henley. Clarence A., 292

Henson, G. A., 756

Herrmann, L. Edward. 584

Hervey, Charles S., 292

Heun, W. H., 842

Hill, W. V., 882, *930

Hine, Edward W., 1208

Hoag, Clifton A., 882

Hodge, Henry W„ 107

Hoff, Almoth W., 717

Hoist, E. W., *584, 1022

Hornstein, Fred C, 1021

Hough, Willard Parker, 931

Howe, C. L., 929

Higgins, R. T., 426

Hilton, Tames, 717

Hill, E.' W., 478

Holtzclaw. T. G.. 1112

Hullett. Tames, 1160

Hunzicke'r, W. W., 236

Hurt, Henry, 237

Hutchins, J. C, *1066

I

Inglis, Malcolm M., 629

Ingalls, Percy, 1208
Ireland, L. G., 977
Irvine, Frank, 148, 292
Irwin, Howard W., *1022
Irwin, T. K., 385

J

Tames, George P., 425
Jenkins, Charles E., 292

Tenkins, George O., 756
Tenks, C. O., 1065
Tohnston, E. C, 425
Tones, J. P., 584
"Jones, Robert M., 584

K

Kealy, Philip J., 337, 1208
Keyes, Marion H., 1022
King, Clarence P., 148
Klemm, K. D., 236
Kretz, C. H., 1160
Krug, Frank S., 292
Kuchman, Otto., 1112

L

Laird, Phillip D., 1021
Lake, Edward N., 930
Lang, George W., 584, 629
Lathrop, L. H., 977
Lee, J. W., Jr., 882
Leighton, Edward L., 521
Leonard, C. A., 929
Le Tourneau, E. H., 584, 672
Leversuch, F. T., 336
Levinson, L. M., 148, 1208
Lightbody, Tames, 802
Lillie, E. E., 1065
Lindars, Frederick W., 1208
Lindsev, R. L., 425, M79
Linn, M. G., 977
Longino, B. T., 802
Louy, Matt, 1208
Lowe, W. W., 385
Lowry, Horace, *237
Lucas, John H., 842

M

McConnell, Max J. B., 977

McDougall, R. E., 292

McKee, R., 1112

McKenna, John A., 336

McMeen, S. G., 756

McMurray, Edwin T., 106

McRae, Alexander, 426

McWhorter, A. D., 336, 385

MacBroom, Lynn R., 63

Macdonald J. J., 717

Maggard, Edward Harris, 106, 190

Maier, Otto T., 107

Maltbie, Milo R., 930

Manley, G. W., 1112

Marsh, C. M., 629

Martinez, E. D., 337, 385

Mason, William W., 149

Merz, T. T., 977

Metcalf", Harold G., 929

Meyer, B. H„ 717

Meyer, G. T., 756

Miller, A. A., 385

Miller, Frank H., 478

Miller, George E., 479

Miller, W. C, 977

Moore, A. M., 148

Moore, Douglas C, 190

Moore, R. A., 929, 1065

Moses, Rufus, 1160

Mountney, H. L., 1065

Murphy, Charles J., 882

N

Nelson, J. C, 929
Newman, Leroy L., 521
Norris, William, 584

o

Oppenheimer, I. L., 630
Orr, James, 929
Ostrander, Charles C, 63

P

Palmblade, R. F., 977
Palmer, Louis H., 717, 929
Palmer, R. W., *1209
Pardee^ T. H., 385
Paul, G. J. A., 426
Payne, George Henry, 717
Pearson, E. J., 629
Penington, Thomas C, 426
Peterson, C, 929
Pevear, J. S., 584
Phillips, Wilford, 425, 977
Pierce, F. E., 336
Pilcher, N. C, 1066
Poole, Stephen Kendall, 883
Porter, C. D., 1112
Prather, H. C, 190
Price, D. D., 292
Purvis, Allan, 977

Q

Quackenbush, George, 1021
Quinan, George S-, 425

R

Read, C. H., 478
Reed, C. S., 425
Read, T. M., 717
Read, William A., 756
Reynolds, Charles A., 1208
Rhoads, N. B., 237
Richards, J. E., 584
Richardson, G. A., 425
Rivers-Wilson, Sir Charles, 584
Roach, G. F., 717
Robinson, Frank N., 882
Robinson, James B., 426
Rockwell, William B., 883
Ross, David S., 1065
Ruff, Charles, 802
Rugg, Julius E., 883

s

Sallee, John D., 1160
Samuel, Tames W., 425
Sanders, Fielder, 106, 148
Sanford, Lewis C, 978
Scott, J. D., 584
Seaborn, E. J., 929
Seagrave, Frank E., 1209
Sears, E., 1021
Shannahan, J. N., 236. 1112
Shockev, George W., 292
Skinner, J. C, 584
Slater, F. R., 478, *1022
Snyder, D. W., Jr., 977
Sommer, Frank H., 479
Sooy, Arthur H., 1208
Speer, W. R., 672
Sprague, Frank J., 148, 802
Spring, Edward C., *630
Stanley, William, 978
Sterling, Toseph R., 842
Stevens, £. D., 629
Stevens, Frederick O, 584
Stevenson, C. G., 584
Stewart, Alonson E., 673
Stone, Arthur E., 1208
Storey, W. W., 1065
Storrs, G. S., 1112
Sullivan, Richard T., 756, *842
Swartz, A., 1112
Sutherland, G. G., 337
Sylvester, Carl, 63

T

Tavlor, A. Merritt, 106
Teagarden, D. B., 425
Thatcher, M. D., 479
Thompson, Tames Sweeney, 479
Toll, Roger' W., 478
Towner, George E., 190
Truesdale, Ralph E.. 292
Trumbower, Henrv W., 1065
Turner, Richard R., 237
Turner, Thomas H., 236
Turner, W. F., 1208
Twining, William S., *337

V

Vogel, Fred A., 478

von Culin, Elon, 292

von Phul, William, 1021, *1066

Vreeland, Herbert H., 1065

w

Walker, Howard, 385

Walker, Tames B., 672

Wallace, Thomas A., 236

Wallace, William, 883

Washburn, Frank S., 717

Weir, James L., 478

Weitzel, E. W., 1065

Wells, C. B., *S42

Wentz, Walton M., 883

West, C. C, 1208

West, Edward A., 236, 478, *521

Whitney, Travis H., 292, 337

Wickersham, N., 1065

Wickham, Thomas F., 629

Wilkerson, A. W., 148

Williams, George V. S., 63

Wilson, George W., 336

Wiltsie, N. S., 717

Winters, Cyrus B., 1209

Witt, Peter, 148, 882

Wood, Clark Verner, *630

Wood, T. M., 977

Wood, Robert Colgate, 106

Wood, W. E., 802

Wood, W. H., 842

Wnodcpck, F. S., 756

Woodside, George D., 191

Wurdack, Hugo. 1021

Wyman, Tohn W.. 931

Wyson, W. W., 292

Whitcomb, G. H., 385

White, M., 1065

Whitney, George G., 931

Whitridge, F. W., 1065

*Indicates Portrait.

Electric R&ilwsiy JoufhsiI

Published by the McGraw Publishing Company, Inc.
Consolidation of Street Railway Journal and Electric Railway Review

Vol. XL VII

NEW YORK SATURDAY, JANUARY 1, 1916

No. 1

The statistical and outlook features of this special num ber of the
Electric Railway Journal have three objects: They aim ( 1 J to
present a summary of 1915 electric railway facts; ( 2) to inter-
pret these facts in the light of present knowledge, and ( 3) to
suggest the probable lines of progress in the immediate future.

1915 A BUSY From the editorial point of view

YEAR FOR ^he pas{. year presented many in-

THE "JOURNAL" , .. * , . . .

terestmg problems emphasizing

the newspaper character of the Electric Railway
Journal. Take the rise of the jitney, for example. As
soon as it appeared on the Pacific Coast like a cloud no
bigger than a man's hand, the editors detected the
coming storm and began to warn the industry. Jitney
news and special articles received prominent positions
from the start, and no trouble or expense was spared
to render the service effective. Special emphasis was
laid on the economic phases of the jitney. The San
Francisco convention issues are worthy of mention also.
A special pre-convention issue was prepared to portray
the electric traction situation in the West. Reporting
the convention required a division of the editorial staff
and a close co-ordination of effort to permit the mailing
on Saturday in New York of a full report of the proceed-
ings up to and including those on Friday, with a differ-
ence in time of three hours in the wrong direction. The
proceedings and abstracts of some papers were tele-
graphed, and with the hearty co-operation of the asso-
ciation officers the program went through on schedule.
Other conventions, including the mid-winter meeting of
the association in Washington and a number of State
and sectional meetings, were handled on a newspaper
basis also. Realizing the importance of getting reports
of association activities to the industry while they have
news value, the Journal segregated American Associa-
tion news and provided for the immediate publication,
in complete but condensed style, of every significant
event. Among the other many important events re-
ported during the past year were the Chicago smoke
abatement and terminal electrification commission re-
port, the report of the Bureau of the Census on street
and electric railways, those of many commission and
arbitration board rulings, several important steam rail-
road electrifications and other notable developments in
the field of electric railway operation.

THE UPKEEP The pages of the two volumes of

OF the the electric Railway Journal

ROLLING STOCK published during 1915 afford an
unusual opportunity for master mechanics each to learn
what the others have been doing, for never before have so
many contributed the results of their efforts to our col-
umns. The routine of shop work is more or less monot-
onous, but there is plenty of interesting development to
keep the wide-awake man out of the ruts. The most inter-
esting of these developments eventually take form in the
reports of the Engineering Association committee on
equipment which has recently given special attention to
axles, gears and pinions, steel wheels and air-brake hose.
The past year was an economy year, shortage of funds
for new equipment furnishing a stimulus for the re-
habilitation of equipment on hand. A number of men
have told how they repaired motors of old types for the
purpose of reducing maintenance costs. It is an inter-
esting problem to determine just when it pays to scrap
old motors to secure the benefits of improvements in
design and manufacture, but there isb'no question as to
the importance of making the most of those in use.
Hard service brings out inherent weaknesses in design
and construction, and ingenuity points the way for their
elimination. The series of articles on equipment de-
fects, by C. W. Squier, printed in Vol. XLV, is an
epitome of the kind of work in our line which is being
done by alert master mechanics. The work of inspec-
tion and "rejuvenation" is facilitated by the design of
the modern car shop. A number of mechanical depart-
ments have been fortunate in being newly housed re-
cently. We have selected for description during the
past year, as typical of good practice, the new shops in
Cleveland, Ohio; Springfield, Ohio; Holyoke, Mass., and
Monroe, Tex. ; and those of the Mesaba Railway on the
frontier of Minnesota. While these cover a wide range
in size, equipment and location, they all show a pur-
pose to provide comfortable working quarters and to
arrange mechanical appliances to minimize labor costs.

2

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 1

The General Staff and the Electric Railways

THE interesting information comes from Gen. George
H. Harries that the General Staff of the United
States Army is considering the possibilities of using the
electric railways of the country for the transportation of
troops and supplies in case of war and that with this
end in view it has now practically decided to have a
complete survey of all the electric railway lines made.
There is no doubt, as we pointed out in our issue of
Nov. 20, that the electric railway lines of the country,
especially those along the coast, possess great strategic
advantages and that a tabulation of the routes, running
times, power capacities, supply of rolling stock and
data on clearances and other necessary information

about interconnections would be very helpful for the
movement of troops and supplies. The plan of utilizing
the electric railways in this way has been indorsed in
the columns of this journal by Major-Gen. William A.
Bancroft, of the Boston Elevated Railway, and by
Dr. Louis Bell, who took an active part in the engineer-
ing corps organized to look after the defenses in Boston
during the Spanish war, so that the interest in the plan
by the General Staff of the Army is not unexpected.
In supplying the information required at Washington,
the electric railway companies of the country have a
patriotic duty which we know they will cheerfully
perform.

Chief Features of 1915 Electric Railway Statistics

AN analysis of our annual rolling stock and track
statistical tables, published elsewhere in this issue,
shows the year 1915 to be unusual in three significant
respects. In the first place, there was a marked depres-
sion in the electric railway business for the first three
quarters of the year, a condition which is reflected by
the 10 per cent falling off in total rolling stock orders
and 11 per cent decrease in mileage of new track placed
in operation, as compared with the previous year. The
reduction is general in character, as may be shown from
several angles of analysis, i.e., as regards number of
city, interurban, or miscellaneous cars ordered, mileage
of new city or interurban track and number of com-
panies ordering cars or building track. A reduction in
mileage is likewise shown for all the regularly classified
geographical groups of States except the Western
group, where a large and increased amount of new in-
terurban line is shown owing to the completion of a few
individual projects in Utah, Kansas, Oregon and Okla-
homa.

This slump in railway orders, however, is qualified
by two compensating facts of significance. One is that
the total rolling stock decrease is not characteristic of
the last two months. During this latter period, pur-
chasing activity revived to the extent that our rolling
stock columns recorded orders for 739 cars as against

only 172 during the same period in 1914. It is only
fair to credit part of this revival to the current inclina-
tion among many railway companies to order their next
summer's car equipment in advance of the usual buying
season for the purpose of allowing for tardy deliveries,
owing to the present overcrowding of manufacturing
plants with war orders. Even neglecting this consider-
ation, however, the rolling stock orders of the last two
months are well in excess of any two heavy buying
months of the preceding year, and there still remain a
large number of railways which have not yet prepared
their budgets for the ensuing year. In regard to the
second compensating fact, although the track building
business seemed threatened with starvation, there was
a corresponding increase in mileage of electrified steam
railroads placed in operation, so that the total mileage
of track newly placed in electric operation is about the
average for the last four years. This electrified mile-
age, it is interesting to note, is almost 100 per cent
in excess of any other similar annual figure. Thus,
while the city and interurban electric railways practi-
cally ceased new construction, initial electric service
was inaugurated on three main-line sections of impor-
tant trunk-line railroads, and operation was begun or
extended on four other lines, as shown in detail on the
statistical pages.

Refinements Mark 1915 Track Development

CONSTRUCTION, maintenance and renewals of
track in paved streets have commanded unusual
attention on the part of way engineers in the year just
passed. Interest in track materials of all kinds also
has not lagged. The way committee of the American
Electric Railway Engineering Association, through its
recommended standards for track construction and
special work, has done much to crystallize opinion in
these two departments. Standards and specifications
for splice bars and rails were adopted by the associa-
tion some time ago so that the track structure, so far
as the way committee is concerned, is pretty well stand-
ardized. The difficulty now appears to be to interest

engineers sufficiently to make them use these specifica-
tions and standards. Many continue to exercise their
Drerogatives and persist in incorporating their indi-
vidual ideas in new track designs. Whether, as time
goes on, there will be a gradual leaning toward the more
general use of the approved standards is difficult to
predict. Many arguments have been presented in favor
of adhering to these standards which, we believe, repre-
sent the best engineering practice, but so far they have
availed little. Dollars and cents arguments are the
kind that convince the average railway engineer, and it
appears that little progress will be made until it can
be shown that a longer life at a lower unit cost can be

January 1, 1916]

ELECTRIC RAILWAY JOURNAL

3

obtained by using a recommended standard, adopted
after exhaustive study, than from a design that repre-
sents an individual's ideas.

Little or no new development in track foundation de-
signs or construction methods has come to light
recently. Ballasted construction predominates, and
there is an increasing demand for the construction con-
sisting of a concrete slab with a sand or crushed-stone
ballasted cushion beneath the ties. In some instances
this slab construction has conformed to the standard
recommended by the way committee, and the track slab
joins the concrete foundation supporting the pavement.
In other designs, only a flat slab has been provided
which leaves the edges of the ballast cushion exposed
to drainage from the sub-soil beneath the adjoining
pavement. Foundation construction of this kind is
quite certain to develop defects which will not obtain
in those types in which the cushion is completely con-
fined.

Concrete-beam track construction, which to all in-
tents and purposes has been a failure in America, still
has some advocates and, in fact, has given good service
in some localities. A modified type of beam construc-
tion has been designed and installed by the Southern
Public Utilities Company at Anderson, S. C. The pro-
vision of additional bearing area beneath the rail base
as a preventive against concrete failure, extra rein-
forcement at the joints and wooden washers to com-
press under load to make up for shrinkage in the con-
crete are features which should improve the results
obtained from this type of construction. While the
beam type of construction, or track laid on a concrete
slab without cross-ties other than enough to serve as
anchorages, has been unsatisfactory in this country, it
has been used successfully in Europe for a great many
years. In fact, a large part of the English track con-
struction is laid in this manner, but special provision
has been made against failure of the concrete beneath
the rail base. Absolute rigidity in track construction
seems to be the acme of perfection in the minds of the
English tramway engineers, whereas American way
engineers have concluded that some flexibility is neces-
sary to prolong life and reduce track and rolling stock
maintenance to a minimum.

Doubtless the most marked development in the track
structure has been the return to the more general use
of steel ties. While Brooklyn reports that 18.6 years'
use made less than 40 per cent of the long-leaf yellow
pine ties useless for further service, and treated and
untreated hardwood ties have been reported as giving
a service life even longer than this, the indestructibility
of the steel tie in many soils has been a strong argu-
ment in its favor. At the beginning of the European
war, there appeared to be some possibility that the
scarcity of creosote would restrict the use of creosoted
ties, but American producers have adjusted themselves
to the situation and have practically supplied the de-
mand. The price of hardwood ties has advanced ma-
terially, but this alone was not responsible for the in-
creased demand for steel ties. When the steel tie was
redesigned to embody the flexibility offered by wooden

ties and to supply a sufficient bearing area to prevent
destruction of the concrete through abrasion and at the
same time could be sold at a reasonable price, it over-
came the objections to former designs and its popularity
in street railway track was a foregone conclusion. The
principle of one form of the steel ties has also been
adapted to the foundation supports of steam and elec-
tric railway crossings, where it is giving an excellent
account of itself.

Taking up now the subject of pavement, it is un-
doubtedly the source of more friction with municipal
authorities than any other part of the track construc-
tion, just as its cost of maintenance is increasing more
rapidly than that of any other single item in the track.
If the expense of the pavement, which is the heritage
of horse car days, could be removed from the electric
railway plant cost, it would, in a measure, make up for
the diminishing returns due to longer average hauls.
Granite block ranks first in the minds of way engineers
as a material for paving the track allowance on heavy
traffic streets, and treated wood block and brick come
next in favor where the traffic is lighter. A compara-
tively new development in pavement construction that
has attracted the attention of not only way engineers
but the whole pavement industry is the substitution of
a mortar or dry sand and cement mixture for the sand
cushion now so generally used. An examination of
pavements in service reveals the fact that the presence
of the sand cushion has been the source of more pave-
ment failures, perhaps, than the traffic that moves over
the surface. The mortar cushion obviates most of these
difficulties, as has been shown by the experience of more
than ten years on some properties, and without doubt
but few progressive way engineers will use anything
but this type of cushion in their future pavement con-
struction.

Labor-saving tools, including electrically-operated
cranes and shovels, concrete mixers, rail grinders and
drills have replaced hand tools, and it seems very prob-
able that the pneumatic tamper, recently introduced on
steam roads, will replace the tamping bars and picks on
electric railways. While the difficulty of obtaining good
labor has been a factor in forcing the introduction of
labor-saving machines, reduction in construction costs as
well as speeding up operations have been the real cause
of their general adoption. Wherever street widths and
construction conditions will permit, dump cars of vari-
ous sizes have also replaced teams and wagons and ef-
fected considerable savings. Experience has also shown
that the best quality of track construction is obtained
on force account rather than by contract, hence most
companies have fitted themselves with full construction
and maintenance equipment. In other words, most way
engineers realize their responsibilities and exercise ex-
traordinary diligence in the selection and installation of
track materials.

Rails and special work, of course, are an essential part
of track construction, but the problems in connection
with them are of such great importance that they will
be considered in a separate article, appearing on the
following page.

4

ELECTRIC RAILWAY JOURNAL [VOL. XLVII, No. 1

The Problems in Ra

WE have referred briefly in the general editorial
on track construction to the question of stand-
ards in rails and special work and to the action of the
association thereon, but there are other questions in
connection with both of these subjects which demand
treatment in any general review. One of these is the
matter of rail composition and method of manufacture,
and in that connection reference should be made to
titanium treatment, which as a means of insuring uni-
formity in the chemical analysis of the metal, is being
quite generally specified. The announcement that
vanadium steel for rails had sucessfully passed the
laboratory and strength of materials tests also indi-
cates that the use of this alloy, which has been so suc-
cessful in other fields, may also become an important
factor in the manufacture of track rails. Greater hard-
ness as a preventive against rail corrugation seems to
afford at least a partial remedy, and reports indicate
that vanadium steel furnishes this desired quality and,
at the same time, increases the elastic limit. Mayari
steel rails also were laid for the first time in Worcester,
Mass., in 1915. This is a nickel-chromium composition
concerning which W. C. Cushing's report on special
steels to the International Railway Congress Associa-
tion, spoke so favorably. In design, there has been
progress in the theory that the shape of the rail has a
good deal to do with the problem which has been so
elusive up to this time, that of corrugation. Further
developments in this direction would be welcome.

If the demand for welded and riveted joints con-
tinues to grow, it appears to be but a question of time
until use of the strictly mechanical joint for sub-sur-
face track construction will become an obsolete prac-
tice. The various forms of welded and riveted joints
now being used have proved beyond question the many
advantages which can only be obtained with this form
of construction. Joint life largely measures the rate
of track depreciation, hence, security in this particular
is certain to reduce maintenance costs. Fortunately
for the industry the cost of the various types of special
joints is somewhat lower than formerly, a condition
perhaps largely due to the increased demand. On the
other hand, the fact that the welded and riveted joints
greatly diminish difficulties at this point in the track
has made higher first cost less of an obstacle barring
the way to their general adoption. Portable welding
outfits which can be purchased at a reasonable cost,
have put electric-welded joints within the reach of every
electric railway property, and they have been largely
responsible for the increased demand for joints of this
type.

On larger properties, where the outfit necessary
to install cast-welded joints can be afforded, it is be-
ing used very successfully. Many years of service have
demonstrated beyond a doubt that objections to the cast-
welded joints have been largely theoretical and that the
percentage of joint failures is relatively small. Where
a large number of joints are to be installed the Lorain

Is and Special Work

electric welds continue to be used while the Thermit
process continues to be popular, especially on account
of its convenience. Other special riveted and welded
joints are being installed locally but have not obtained
wide popularity.

At the outbreak of the European war some fear was
expressed that the manufacturers of special work would
suffer thereby through a lack of ferromanganese, but
this has not proved to be the case to any appreciable
extent. Recent service records indicate that improve-
ments in foundry practice and heat treatment have over-
come many of the difficulties inherent in the earlier
manganese steel crossings, and more uniform results
are being obtained. Some changes in design were
necessary to accomplish this end and, perhaps, the most
advanced step taken has been the introduction of stand-
ard specifications for the manufacture of manganese
steel special work. These specify not only the chemical
analysis and finish but recommend design limitations
which will insure increased serviceability in manganese
steel special work. Some difficulties at present appear
to be insurmountable, namely, the complete elimination
of segregation, but a rearrangement of the supporting
webs has removed this weakness from the crucial points
of crossings, thus insuring a longer wear life.

Special-work experience on the Pacific Coast which
was described in detail on page 576 of the March 20,
1915, issue of the Electric Railway Journal, bears
out the results of our investigations of this subject and
shows that the same difficulties have been experienced
throughout the country. However, the hope is held out
that the improvements pertaining to the more recent
designs will overcome many of these objections. Insert
special work, particularly that where the plate is set
on a spelter bed, was found objectionable, because it
was practically impossible to reset the loose inserts
securely in the field. The general tendency appears to
be that the demand for inserts set on partially or com-
pletely machined bearings is on the increase, and we
confidently predict that in the course of the next few
years only that type of construction will be sold to roads
where dense, heavy traffic obtains.

Another phase of special work design which has at-
tracted much attention during the past year has been
the question of providing a flange bearing. Experi-
ence with this type of construction in Kansas City, Mo.,
indicates that the objections to a shallow flangeway are
only theoretical, and that even the chilled-iron wheel
does not develop chipped flanges in operating over
flange-bearing crossings. On the other hand, the elimi-
nation of the heavy blows struck at track intersections
not only prolongs the life of the crossing and the sup-
porting structure, but removes the cause of numerous
incipient defects that develop in the rolling stock.
Provisions for flange bearings and the rate of incline
in the approach to a flange bearing were included in
the specifications for special work adopted at the San
Francisco convention.

January 1, 1916]

ELECTRIC RAILWAY JOURNAL

5

Changes in the

AS was to be expected in an "off" electric railway
year the power plant was not the scene of any sensa-
tional development during 1915. Nevertheless the year
was one of substantial progress. A most notable event
was the adoption of a standard boiler code by the Amer-
ican Society of Mechanical Engineers after years of
work on the part of a special committee appointed to
prepare it. The effort necessary to bring this proposi-
tion to a satisfactory conclusion and to harmonize con-
flicting interests was comparable with that now being
exerted on the proposed national electrical safety code
mentioned elsewhere. This code includes boiler design,
construction and materials. It is therefore analogous
to only a part of the electrical safety code.

Some progress has also been made in the direction
of a more rational unit for rating boilers, at least to
the extent of an increasing recognition of the inadequacy
of the old nominal horsepower rating. There are two
inconsistencies in present practice. In the first place it
is ridiculous to rate a boiler in horsepower, because
this rating, if anything but nominal, must involve the
water rate of the engine or engines furnished with
steam by the boiler. Second, the output of a boiler
depends very largely upon the furnace. Hence a unit
should be used which will permit the separation of the
furnace from the boiler proper.

The committee on power generation of the A. E. R.
E. A. emphasized last year the importance of more
systematic accounting in this field and outlined a gen-
eral plan for keeping records which should make the
interchange of data more practicable. Obviously the
more readily comparable the data from different power
plants can be made the more rapid will be the advance
in power generation economy. One result of inter-
changing data will be a better realization of the fact
that the nature of the load is related to the cost of
energy.

This journal has more than once directed atten-
tion to the high cost of peak-load power. Where
power is purchased there is no difficulty in realizing
this cost as the terms of the contracts specifically in-

Electrification for

FROM the commercial standpoint, it may be said
that not even a good start has been made in ex-
ploiting the opportunities for profitable installations
of electric operation on steam railroads. This condition
of affairs is chargeable to many causes, of which the
majority are, perhaps, indirect and more or less ob-
scure. Among them, the "battle of systems" has played
an important part in the past, but at the present time,
when actual results have displaced estimated figures,
the industry has settled down to a general acceptance
of the belief that in most cases the proper choice of
"system" is not open to question and that with the
cases that are on the border line there is not enough
difference between them to be worth much argument. On

Power Station

elude it. It is more difficult to comprehend when a
company is generating its own power.

One of the most significant events in the history of
electric railway power generation occurred recently
when the splendid Ninety-sixth Street power plant of
the New York Railways in New York City was shut
down because it could not compete with the remodeled
Seventy-fourth Street plant of the Interborough Rapid
Transit Company, which supplies power to the New
York Railways. The latter plant now contains three
steam turbine generators of 30,000 kw. each, rendering
obsolete the great Corliss engines which once made the
Seventy-fourth Street plant famous. Large power-
generating systems, large individual plants and small
plants as well are being made over to enable them to
profit by the advances in machinery design. An in-
stance of the "rejuvenation" of a small plant, that at
Springfield, Ohio, was described in a recent issue of
this paper. In this plant a novel form of condenser was
employed, one in which the surface and jet types were
combined. This invention suggests that the condenser
still furnishes a fertile field for the ingenious designer.

The electrical end of the power plant has kept pace
with the steam end, although the problems met by elec-
trical designers are not of general interest. The manu-
facturers of electrical machinery are endeavoring to
obtain consent to permit it to be run hotter, under cer-
tain conditions, than was formerly considered desirable.
As it is the permissible rise in temperature which
largely determines the weight of electrical apparatus,
it is to the advantage of all concerned to have it oper-
ate at as high a temperature as is possible without
involving excessive maintenance costs. As the radiating
surface in electrical apparatus increases less rapidly
than the volume, the difficulty of radiating heat becomes
greater as the capacity of a unit is larger. Users
appreciate this, but they wish their generators and
transformers to have long life, hence are reluctant to
permit greater temperature rises. The standards com-
mittee of the A. I. E. E. is taking a conservative posi-
tion in the matter.

Freight Service

the other hand, there is no doubt but that the success
of electric operation of city and interurban lines, which
originally drew attention only to the electrification of
steam railroad suburban service, brought about the
prevalence of an idea that electricity was primarily a
means for handling passenger trains, and this has made
its use in any other service seem somewhat like a dan-
gerous experiment.

During the ten years' experience with electrification
problems, the field of freight service, and especially
long-distance freight service, where the greatest econo-
mies seem to be made available, has been completely
neglected. On the New Haven system, it is true, freight
trains have been hauled electrically for some three

6

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 1

years, but because of the limited length of route, only
70 miles, in combination with a not inconsiderable
proportion of the traffic diverted to branch lines at in-
termediate points, the service cannot by any means be
classed as long distance. In consequence, the Chicago,
Milwaukee & St. Paul electrification, which was placed
in operation only last month, constitutes actually the
first step toward a demonstration of what may be
attained by the thorough exploitation of this op-
portunity.

Naturally, the return that will be made upon the first
cost of this installation cannot be definitely determined
until after a year or more of actual operation, but that
the investment will be directly profitable can hardly
be doubted. The work was undertaken solely upon
grounds of economy in operation, and no indirect bene-
fits such as smoke elimination, or increase of terminal
capacity entered into the calculations.

Only two other projects undertaken primarily with
the idea of obtaining direct profit appear in the history
of trunk-line electrification. These are the Butte, Ana-
conda & Pacific and the Norfolk & Western installations,
and although the service in both of these cases is really
switching and transfer work on a grand scale, it is sig-
nificant that both involve a traffic almost exclusively
of freight and that both have shown a handsome direct
profit on the investment. This is more than any of
the previous installations for passenger service have
been able to do, and the conclusion is inevitable that
the future of electrification will be in the field of freight
traffic.

Of course, this does not mean that passenger traffic

Getting Together on

TO an unusual degree the past year was one of confer-
ences and reports on power transmission and dis-
tribution subjects. This is a field in which utilities must
get together. Overhead lines of different utilities, tele-
phone and telegraph companies, lighting and power
companies and electric railways must not interfere with
each other either as to safety or reliability of service.
The same is true of lines placed underground, although
here there is less danger of interference. Where the
utility uses a ground return there is the stray current to
be considered. These facts account for the activity
which is manifested in joint committees of one kind
and another. The electrical safety conferences, which
are closely related to power transmission and distribu-
tion, are discussed in a separate article. The joint
committee on overhead and underground line construc-
tion, in the formation of which the Engineering Asso-
ciation took an active part, has been meeting monthly
during the past year and has brought together a repre-
sentative group of experts. G. W. Palmer, Jr., has been
vice-chairman of this committee. While some difficulty
has been experienced in bringing out constructive crit-
icism of existing specifications progress is being made
along several of the following lines of work laid out
more than a year ago: Underground and undergrade

must henceforth be handled by steam, because the dif-
ference between hauling an 800-ton passenger train
and a 2400-ton freight train is, in the end, largely a
question of gear ratio, or its electrical equivalent. But
where there is an ample amount of freight to be moved,
the arbitrary conditions set up by passenger service may
be eliminated, or at least offset, and the valleys in the
daily load curve may be filled, while at the same time
the necessity for protecting train movements with idle
locomotives is relatively reduced.

That which has gone before, therefore, seems really
to have been less of a period of commercial development
than an elaborate series of technical experiments, these
being made possible by highly artificial conditions which
compelled electrification regardless of economic con-
siderations. Freight traffic, up to the present, has been
lacking, and without its aid there has been little chance
of making really profitable installations. Electrifica-
tion, in fact, has only just begun to be commercialized,
and until it has reached the stage where general recog-
nition is given to its ability to show a definite and
direct profit, there is no use in expecting it to progress
faster than any other interesting but highly academic
experiment. This point, however, seems now within
reach. Indeed, results from the St. Paul electrification
are not needed to show that freight can be profitably
moved by electricity but only to show what extra profits
may be attained by long-distance hauls. In the immedi-
ate future, therefore, numerous electrifications of favor-
ably situated sections of track are inevitable, because
capital will always be eventually available where defi-
nite returns are assured.

Power Distribution

crossings; crossings of electric wires over electric rail-
way tracks ; crossings of trolley contact wires ; overhead
crossings of wires or cables of telegraph, telephone, sig-
nal and other circuits of similar character over steam
railroad rights-of-way or track, or over lines of wire of
the same classes; overhead crossings of electric light
and power lines, and parallel lines.

In May a comprehensive report on crossing specifica-
tions, prepared by a joint committee representing sev-
eral utilities in Pennsylvania, was presented to the
Public Service Commission of that State. This was
the outcome of an exhaustive study by electric railway
and other engineers and, while not yet formally adopted,
stands as a monument to co-operative effort. It forms
a booklet of 165 pages.

Another concrete and commendable piece of work ac-
complished in 1916 was the set of specifications for 600-
volt overhead line material which was compiled by the
power distribution committee of the A. E. R. E. A.
This is a compendium of good practice in its field and
should be extended, as soon as possible, to take in
higher-voltage and catenary construction. This com-
mittee also did constructive work in systematizing the
designs of concrete and steel poles. An important step
was taken in the direction of rationalizing the formu-

January 1, 1916]

ELECTRIC RAILWAY JOURNAL

7

las used in pole design and in harmonizing theory and
practice. The committee also succeeded in solving the
knotty problem of the lightning-arrestor ground, Shall
the ground wire be connected to the rail and the ground
or shall it not? The knot was cut by deciding that the
track connection may be used when such use is unobjec-
tionable, and these conditions were specified.

As is proper, the substation has received attention in
several quarters during 1915. The A. E. R. E. A. com-
mittee on buildings and structures made a preliminary
design for a standard substation, indicating a convic-
tion that money could be saved if the common elements
in the substation could be standardized. In view of the
radical differences in substation sites and surroundings
standardization is possible in this line to but a limited
extent. There has been some discussion on the rating
of substation machinery, this subject having been left
open by the A. I. E. E. standards committee in view of
the existing differences of opinion. On one hand is the
desire to recognize the special requirements imposed
upon substation apparatus by the intermittent load,
while on the other is the general trend toward simpli-
fication in rating. The continuous and nominal ratings
now find themselves in recognized competition and the
more logical, whichever it is, will in the end survive.
On general principles this journal has leaned toward
the continuous rating as simpler, but recognizes that
there are practical and weighty reasons for the nominal
rating.

The automatic substation has been brought attrac-
tively to the attention of the railway industry this year
and for certain classes of work promises well. The
first commercial installation is giving a good account of

itself and promises to meet objections with good per-
formance. In this type of substation the rotary con-
verter is started and stopped by control apparatus actu-
ated through voltage fluctuation. In this connection the
protection of substation machinery by means of long
feeder taps is of interest. The automatic substation
makes such protection unnecessary because it contains
resistance grids which are automatically thrown into
circuit when the substation is overloaded. The prac-
tical question is whether the resistance should be put
into the feeder or into the substation. The subject is
open for debate.

Electrolysis mitigation discussion has been quiet for
the past twelve months pending the publication of the
report of the national joint committee on this subject.
The report has been in the hands of the editing com-
mittee for some time. Meanwhile the committees of the
American and Engineering Associations have very prop-
erly deferred to the larger committee. Several return
circuit investigations have been made, the National Bu-
reau of Standards maintaining an active interest in the
subject. On the recommendation of the bureau the
Springfield (Mass.) Railway will try the "three-wire"
system of distribution, with alternate positive and neg-
ative trolley sections.

Attention was directed to a kind of electrolysis, dif-
ferent from that usually associated with the word, in
a San Francisco A. I. E. E. paper presented by S. L.
Foster. This was the corrosion of overhead parts on
sea-coast lines by leakage currents. The subject is
special, but is worthy of more attention than the time
which was available for discussion at the San Francisco
convention permitted.

Conservation of '.

ACTING on the principle that in the reduction of
accidents better public relations can be fostered
and money can be saved, the electric railways of the
country went into the accident reduction movement
with greater energy than ever during the past year.
This fact was recognized by the National Safety Coun-
cil in the formation of an electric railway section and
the promise to inaugurate special bulletin service for
this industry early in 1916. Moreover, at the recent
meeting held in New York the executive committee of
the American Electric Railway Association authorized
the appointment of a committee on street traffic which
will consider the most important phase of safety.

The first annual award of the Brady medal by the
American Museum of Safety was an event of consider-
able interest in the electric railway field. The fortunate
recipient of the medal, the Boston Elevated Railway,
gained much desirable publicity, as did also the Amer-
ican Association and the safety association. The hon-
orable mention accorded to the Public Service Railway
and the Northern Ohio Traction & Light Company was
good publicity. The Brady medal award recognizes the
efforts made to insure the safety both of the public and
of employees. This is fitting because the railway more

jfe and Property

than other utilities is both a very large employer of
labor and is constantly in direct and hazardous contact
with the public.

Among safety matters which attracted the attention
of the railways last year none was more important than
the effort of the National Bureau of Standards to se-
cure the co-operation of the industries in the formula-
tion of a code of safety rules to be applied in electrical
construction and operation. At first this attempt was
not taken seriously, as the utilities and other organiza-
tions recognized the almost insurmountable obstacles in
the way of attainment. Dr. E. B. Rosa, in charge of
this work for the bureau, persisted, however, and even-
tually succeeded in getting the attention of those con-
cerned. It was expected that a formal conference
would be held in Washington under the auspices of the
bureau late in October, but when the time arrived the
magnitude of the task of getting ready for such a con-
ference was realized, and it was postponed. In its
place an informal but effective two-week convention
took place in New York, and excellent progress was
made. The utilities are co-operating actively because
they realize that there is a demand from public service
commissions for something of this sort and that a rea-

8

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 1

sonable national code will in the end insure more uni-
form regulation than would be possible without it. In
deference to the Bureau of Standards other efforts to
promulgate safety codes, such as that begun by the
utilities of Pennsylvania, are being held in abeyance,
and the results of such efforts are being combined with
those of the bureau.

The Electric Railway Journal has from the start
emphasized the importance of this matter, directing
attention to the conferences held and to be held from
time to time. Contributed and editorial articles have
been published, all bearing upon the necessity for study
of the proposed code by those to be affected by its

adoption. During the year it has been difficult to se-
2ure copies of the rules, but now the American Asso-
ciation has issued them in convenient form and at a
nominal price. They should be diligently read, as con-
structive criticism at this time has double value.

Only secondary to the conservation of human life is
that of property, and the accumulating evidence of har-
mony between the National Fire Protection Association
and the electric railways is a cause for congratulation.
By its action in convention last May, the N. F. P. A.
recognized the position of the American Association as
the natural authority on the subject of fire hazards in
electric railway properties.

Growth of the Skip-Stop Idea

WITH the beginning of the new year the problem
that seems most portentous of definite results to
city railways is that of faster schedules, and the most
obvious means to that end appears to be the skip stop.
To this plan, which had lain almost dormant since its
introduction in Cleveland some three years ago, there
has been devoted an extraordinary amount of attention
for the past year, and although the experiences of the
electric railways along these lines have been by no
means uniformly fortunate, a distinct gain for the in-
dustry has been registered.

During the year, it is true, the successful attempts to
introduce the skip stop have been outnumbered by the
unsuccessful ones, but this showing is not necessarily
discouraging. The fact that the new method of operation
can be introduced at all is good evidence as to its real
acceptability to the public. There is no reason to believe
that the people of St. Louis, for example (where the
skip stop was popularly approved last November), differ
materially in their ideas on schedule speed from the
inhabitants of Detroit and Milwaukee, who rejected
similar plans at the same time. Nor is there any reason
to believe that the educational work that was carried on
in the two latter cities during the period of experiments
with the skip stop has been altogether futile and with-
out value for the future. Indeed, reports from Rich-
mond indicate a popular demand for the elimination of
stops even without preliminary trials by the railway,
and in the city of Schenectady there is being operated
a non-stop rush-hour service for the large factories
principally due to requests from patrons.

As a matter of fact, we believe that the skip stop is
going to run a course much the same as that of the
near-side stop. To-day, admission is made in practically
every large city that the latter method of stopping cars
is an improvement. Nevertheless, it was only a few
years ago that the near-side stop was roundly condemned
by the popular voice in almost every community where
it was even suggested. In New York it was once inau-
gurated and abandoned within a few weeks. Yet when
it was proposed again two years ago by a progressive
few, none of the old objections that had been raised
against it in the original trial were found to exist in
reality, and it is now in New York to stay. That this

was no isolated case is well demonstrated by the curve
of growth of the near-side stop that was presented by
the committee on schedules and time-tables at the San
Francisco convention, and, in the light of the geomet-
rically progressive change in public opinion therein dis-
played, it becomes difficult to take too seriously the early
setbacks of the skip-stop idea which are in evidence at
the present time.

These setbacks are, of course, generally chargeable
to the failure of popular opinion to approve the innova-
tion, although in St. Louis it seems to be the protest
of a certain number of shopkeepers that has been the
stumbling block, and as remedies for this condition
there seem to exist only agitation by the railways and
the lapse of time — the one thing that is really able to
overcome the chronic inertia of the public mind. Agita-
tion that is vigorous as well as continuous ought to help
materially, and even though it may produce no immedi-
ate effect, it should be in the end well worth the slight
effort that it involves. City railways, as they stand
to-day, are between the devil of rising labor and mate-
rial costs and the deep sea of a fixed fare, and there
should be no likelihood of allowing any plan capable of
providing relief to go by default.

With the skip stop in operation, the use of trailers
becomes a commercial possibility instead of a pitfall
wherein more money is likely to be lost in reduced speed
than is saved in platform expense, and trailers will solve
the otherwise hopeless problem of congestion in re-
stricted business districts that is before so many cities
at the present time. Even under normal operating con-
ditions the time saved by eliminated stops may reach
astonishing figures. In Milwaukee, as pointed out in
an article on this subject which appears on another
page, a reduction of 17 per cent in schedule time was
found in one case, and this, on the basis of the results
to be expected on the average electric railway, amounts
to the equivalent of a 12 per cent reduction in the total
of operating expenses. It seems inconceivable, there-
fore, that such an important economic measure as this,
which saves time for the public at the same time that
it effects economy for the railway, can fail to come into
general use, and we look, as well as hope, for a great
extension of the principle in the immediate future.

January 1, 1916] ELECTRIC RAILWAY JOURNAL 9

Car Design a Question of Capacities and Weights

THE outlook for the immediate future in car design
gives every indication of the imminence of radical
innovations. These, however, would appear to apply
rather to car sizes and capacities than to the form of
body and seating arrangements, as the small capacity
car is persistently maintaining a position of importance
in the minds of many operators regardless of the revolu-
tion in methods that its introduction is bound to estab-
lish in city railway practice. As yet, it is true, the
extremely small car has not gained an actual foothold,
but if it should once do so and should even approximate
the results expected from it, there can be no doubt
that it would come into almost universal use. The
problem of the small capacity car, however, is really
one of operation, centering about the largely unknown
factor of the increased receipts that should follow de-
creased headway, and in the details of design of such
small units as have been built thus far, there appears
nothing that differs materially from the practice which
has come to be accepted in the electric railway industry.

In general car construction, steel has displaced wood
to such a degree that the all-wooden car is now as much
of a rara avis as was all-steel design two years ago.
This change has marked the practical disappearance of
the old-style "underframe" design where the weight
of the car body was supported upon heavy sills below
the floor, and progressive designers have now eliminated
center sills even from high-speed interurban cars, the
buffing and pulling strains being transmitted at the
bolsters to the side girders which support the load. The
steel vs. wood problem, in fact, has now reached the
point where it is involved only in such details as to
whether wooden sheathing is to be preferred on car
roofs and floors, and even in this case the use of steel
seems to be looked upon with growing favor. The wide

adaption of autogenous welding has no doubt had an
influence in this regard, because through this means
small or thin pieces of steel may be handled with a
facility that once was considered only possible with
wood. Insulation against heat or cold, which was at
one time a serious problem in steel car design, has now
been thoroughly worked out, sheet cork covered with
canvas having proved to be thoroughly satisfactory
either inside or outside of steel sheets, and this inci-
dentally has had an indirect effect in demonstrating the
possibility of getting along with a less ornamental but
more practical interior finish.

In purely city service, where speeds are low, improve-
ment in radial axle equipment has enormously broad-
ened the field for single-truck designs, to say nothing
of the growing numerical influence of the one-man car,
which is generally built short enough so that, even with-
out radial axles, a single truck can be used without
bringing about excessive overhang beyond the wheels.
However, the radial axle truck is to-day being made
light enough so that its use in preference to the plain
single truck does not impose a handicap in weight, and
it has, in addition to its advantage of permitting a
longer wheelbase than is possible with rigid axles, the
faculty of relieving strains and wear when passing
around curves, although it does not avoid the wheel slip
that comes from the shorter distance traveled by the
inside wheel. It seems likely, therefore, that the tend-
ency toward a more general use of the single truck will
continue, and this possibility is emphasized by the sup-
port now being given to the principle of smaller car
capacities which, it may be said, was recently voiced
by one car builder in a statement that 90 per cent of
the electric railways were operating larger cars than
were warranted by their service conditions.

Public Relations in Theory and Practice

THERE is no subject to which the attention of
electric railways has been directed in associa-
tion addresses and in this journal during the past
decade to a greater extent than that of the necessity of
establishing good public relations. Eminent commit-
tees have reported upon it, a code of principles has been
adopted, and the methods by which this end can be
secured should now be thoroughly understood. On com-
menting on this subject in our annual review of just
one year ago, we suggested that each manager ask him-
self three questions, namely : "To what extent do I
recognize the principle that the first obligation of pub-
lic utility companies is service?" "To what extent am
I following the practice of full and frank publicity?"
and "What am I doing to improve the public relations
in my own community?" A year has elapsed, but these
questions are just as important as they were at the
beginning of 1915.

The maintenance of satisfactory public relations de-
pends primarily upon two things, to provide good serv-

ice, by which we mean as good a service as the rate
of fare warrants, and, secondly, to convince the public
in the right way that this is the case. As regards the
first requisite, we have sufficient faith in the ability of
railway managers throughout the country to believe
that they know what good service is. If they do not
they have only themselves to blame. But we have not
the same confidence that the average manager under-
stands equally well the principles of publicity. Just
why this should be so is difficult to understand because
the methods of publicity are widely practised now by
many of the large steam railroads and industrial cor-
porations and even by several of the departments of
the Government, yet while there are a few conspicuous
examples of individual electric railway companies
which conduct continuous and successful publicity cam-
paigns, to a very large number the words carry no
significance.

Many instances might be cited, but one must suffice.
At the time of a serious strike several years ago, an

10

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 1

important metropolitan newspaper, known to be friendly
to corporations, sent one of its representatives several
hundred miles to the scene to get the facts. He was
not a cub reporter but an editorial writer whose salary
was not greatly different from that of the general man-
ager whom he tried to see but in vain. Not only the
manager but all of the executives were too busy to
grant an audience, although the visiting newspaper man
made several attempts to see them. But after he had
given this undertaking up in despair he had no diffi-
culty in meeting and interviewing the leader of the
strikers as well as the Mayor of the city who was
known to be unfriendly to the company. No barrier was
put in his way at either of these places. Nor did he
experience any trouble in seeing the editors of the
local papers, who assured him that his experience did
not surprise them in the least.

Business Is

THE year 1915 will, we believe, stand out prominently
in financial history as one that has swung in rapid
course from the depths of acute depression to the
heights of steadfast optimism. At the beginning of
the year American business was felt to be in a critical
state; some sections and industries were indeed pros-
trate, and everywhere there was a pessimistic point of
view that saw with almost utter hopelessness only the
points of weakness in American conditions. Since the
middle of the year, however, evidences of an improving
situation have been piling up with increasing rapidity,
and favorable reports are now being sent in from all
quarters.

In particular, the monthly reports of investment
houses and commercial agencies have of late been show-
ing better conditions in the country at large. For
December, according to one authority, twenty-two sub-
jects showed an improvement in business as compared
to last year— these including new buildings, total bank
clearings, bank clearings exclusive of New York, fail-
ures, commodity prices, imports, exports of merchan-
dise, balance of trade, balance of gold movements, rail-
road earnings, money in circulation, comptroller's reports
on national banks, bond and stock transactions, political
factors (domestic), gold production, idle cars, social
conditions, crops, metal situation, and new securities
issued and listed. Only two subjects, immigration and
new securities authorized, showed a decline in totals as
compared to last year, while only one subject, foreign
money rates, indicated that caution should be exercised.
These returns are fairly indicative of the development
that is reflected in every report bearing on the com-
mercial and financial situation, and they cannot but
inspire the most profound sentiments of relief and sat-
isfaction. The most disquieting feature in the present
situation is the large volume of war business being done,
which is not a stable attribute of permanent prosperity,
but we believe that this question can be handled without
a serious and unsettling reaction if the industrial firms
thus profited and the workers therein pursue a sane and

Not every company, fortunately, has strikes, and it
is not in these periods of tension that a company's policy
in regard to public relations is established. This ques-
tion is settled during the daily intercourse which the
utility has with its patrons as well as with the author-
ities and the newspapers which have an important in-
fluence in affecting public opinion. It is the reputation
which the company establishes in these periods of quiet
and peace which stands it in good stead in times of
stress. This fact gives force to the third question
which we suggested last year, and which we repeat this
year, that each manager ask himself: "What am I
doing to improve the public relations in my com-
munity?" If he is not doing all that he should and all
that he can, it is time for him to change, and no time
for making the change offers any greater opportunities
than the present.

Improving

conservative policy of now fortifying themselves against
the inevitable reverses instead of being prodigal with
their present large returns.

The experiences of the electric railway industry have
been not unlike those of the country as a whole during
the past year, for in this field we find the same combina-
tion of early depression and later improvement. It is
undeniable that electric railways in the early months
felt the depressing influence of the nation-wide curtail-
ment of business and of special factors in the electric
railway field, such as rates, wages, regulation, and
especially jitney competition, but there are strong evi-
dences that the depression thus enforced was at its
maximum in the early summer, and that since then con-
ditions have been becoming ameliorated. The stagna-
tion in orders for new equipment and in new mileage
placed in operation, so noticeable during the first nine
months of the year, has in the last three months turned
into an appreciable activity. This is a development
that has naturally been based on a concomitant and to
a certain degree antecedent improvement in earnings,
so that we are not surprised to find evidences of a trend
toward better earnings after the middle of the year. On
the basis of more than fifty representative companies
located in different sections of the country, it has been
calculated that the ratio of gross revenues in one month
in 1915 to those in the corresponding month in 1914
increased from an average minimum of between 85 and
90 per cent in the middle of the year to an average of
about 96 per cent by the end of September. Returns
for the last three months are not completely available,
but it is known that many lines, especially those in the
East, have shown marked progressive increases, and
it is believed that the end of the year has brought an
average return for December, 1915, on a par with that
of December, 1914.

When we consider the cumulative effect of the de-
creases and increases throughout 1915, however, it
becomes evident that the sum total must be a loss.
Some of the smaller railways have undoubtedly suffered

January 1, 1916]

ELECTRIC RAILWAY JOURNAL

11

much more severely than the large companies, but it
seems that for the country as a whole a fair estimate
of the average decrease in gross revenues would be
between 4 and 5 per cent and in net revenues 6 or 7
per cent. This showing on its face may not appeal
strongly to the investment banker or private investor,
but the point for such persons, and, in fact, everyone, to
remember is that in periods of depression, even more
than in prosperity, the relative stability of industries
is of greater importance than their individual numerical
or percentage returns. In this connection we desire to
emphasize this fact — that electric railway earnings in
1913 and 1914, as compared to steam railroad earnings,
building permits, bank clearings, steel and iron pro-
duction, agricultural products and the cotton crop,
showed the highest relative stability, and that under
normal conditions they would respond most quickly to
business rejuvenation. There are peculiar factors in
the electric railway field that undoubtedly retard some-
what the full response of electric railway earnings to
the influences making for improved conditions, but in
view of the greater relative stability of such earnings
we are confident that not even these factors will pro-
hibit electric railways from making a comparatively
favorable showing when the full returns of 1915 in all
lines of industry can be compiled.

A word may well be said regarding some of these
special problems of electric carriers, however, for they
influence particularly the relative profitableness of the
industry, in which the casual investor is more interested
than in the relative stability. Probably the question
most discussed to-day is that of jitney and automobile
competition is waning and we believe that electric rail-
jects that we shall not discuss them here in connection
with the business situation except to say that jitney
competition seems to be waning and that electric rail-
ways will ultimately adjust themselves to the private
automobile situation without serious loss. As to other

Classification

RECENTLY we published a letter stating that in
the matter of accounting for rents the electric
railway classification is guilty of an inconsistency not
found in the steam railroad classification. It is admitted
by our correspondent that in accounting for rentals
(aside from operating expenses assumed) on leased
property as a deduction from income, the electric rail-
way classification pursues the theoretically correct
course of looking upon these rentals as a return to the
lessor on such leased property. It seems to be contended,
however, that in the case of rentals on jointly operated
property the failure to provide joint facility accounts
for the operating expenses assumed on such property,
and to charge against income the additional payments
made to the owning or controlling company as a return
applicable to the investment in the used property, con-
stitutes an omission which steam railroad practice
proves should be remedied. This is an argument which
we cannot support, for to our mind the very failure so

special factors it may be remarked that in spite of the
stable character of electric railway earnings, the prob-
lem of furnishing continually more and better service
under constantly increasing costs at a depreciated rate
of fare is one of serious moment. We are of the
opinion, however, that the public is daily becoming
better educated, through the disastrous results of ex-
cessive repression of the transportation agencies of the
country, to a wider appreciation of the service per-
formed by electric railways and their needs for suc-
cessful operation and development. It is gradually
becoming patent that fares must be adequate to allow
the companies to pay a fair return and so to obtain
capital for needed improvements, and courts, commis-
sions and the public at large are acquiring a more
rational point of view regarding the urgency of relief
through increased rates of fare.

It must be remembered, however, that the harmful
results of too high wage-fixing by arbitration, excessive
tax requirements, restricted legislation and improvident
rate-making are, of course, too far-reaching to be
remedied at once, and the mitigation of these special
problems thus far must be continued with even more
assiduity if the transportation industry is to develop to
the fullness of its powers. The industry is endeavoring
to do its part through the furnishing of good, quick and
safe service, and through the establishing of more
economical methods of operation, such as by the skip-
stop plan — all of which will have an important influence
on the financial status of electric railroading. The full
restoration of confidence in electric railway investments,
however, is largely dependent on the public itself, but
we are confident that the public now is realizing better
its responsibilities as well as its opportunities in this
matter. Thus there are positive reasons for the future
success of electric railways which, in view of the pres-
ent propitiousness of general conditions, seem clearly
to warrant now a banishing of pessimism.

of Rent Items

to account for the payments on jointly used property
brings out the exact point wherein the theory of the
electric railway classification is more sound than that
of the steam railroad classification.

Let us reiterate, for a moment, the basis of the edi-
torial along this same line in the issue of Nov. 13. We
believe that all rent items should be treated as operating
expenses with the exception of the permanent pure
rental charges on property held under long leases, such
leases being, as before stated, usually the concrete evi-
dence of the right to that "exclusive use and control for
operating purposes" of which our correspondent speaks.
Charges of this latter character represent the portion
of the accounting company's return that goes to the
lessor for his part of the company's used and useful
property. Charges on property, however, whose use is
merely temporary or accidental, or which is primarily
owned or controlled by another corporation for its own
use even if it allows joint operation thereof, do not

12

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 1

constitute a return on property exclusively used and
controlled, and they should be handled as operating ex-
pense, as the electric railway classification provides.

To these premises the fact that rental payments may
consist of two portions — the first representing actual or
apportioned costs of operation that are assumed, and the
second a return on the investment involved in the rented
property — does not present any insuperable objections.
In the case of rentals under leases on property exclu-
sively used and controlled, the maintenance and similar
expenses that are assumed are obviously proper charges
to the operating expense group, just as if they were paid
by the lessor himself, while what might be called the
"pure" rental above these expenses, or the return on the
leased property, is properly charged as a deduction from
income. The operating costs assumed in such a case
were an obvious factor not discussed in the preceding
editorial, and their presence is deemed not at all incon-
sistent with the supported theory of accounting for the
pure rental payment. Property exclusively used and
controlled under lease is property that would be in-
cluded in the company's valuation, and the different
accounting for the operating costs and the pure rental
or return thereon is just as natural as the different
accounting for the operating expenses and the return
on the property actually held in legal ownership. All
property that is held temporarily, incidentally or only
in joint operation with the primary owner, however, is
not property that would be included in the accounting
company's valuation. Consequently there should be no
concern as to what portion of the payments for the use
of such property represents operating costs or return
on the investment, for the entire payments are legiti-
mate operating expenses incurred in the operation of
the company's used and useful property, and the deter-
mination of and accounting for the return on such non-
valued property may be left to the one really interested
— the primary owner and user.

Moreover, the fact that all temporary, incidental and
joint charges on electric railways are carried to the one
"general and miscellaneous" division of the operating
expense group, instead of the joint facility charges being
subdivided among certain divisions of the group, as in
steam railroad accounting, is a separate issue that does
not at all affect our thesis — that all temporary, inci-
dental and joint facility charges belong in the operating

expense group. Whether subdivisions for the main-
tenance, operation and administration of joint facilities
should be used, against which a great deal might be said
on account of impracticability, is not the question. The
point is that there should not be included as deductions
from income what the steam railroad classification calls
"joint facility rents" (amounts above any actual or
apportioned expenses of maintenance, operation and
administration), or any payments for interchanged or
floating equipment. Such payments do not represent
used and useful property to which can be assigned a
portion of the fair return of the company.

This brings us to the question as to what figure on
the income statement best represents the return on the
investment. Our choice of the term "gross income,"
which has met with an objection, was based on two
reasons. In the first place, the varied terminology in
regard to "earnings," "revenues" and "income," both
gross and net, made it seem necessary to use an official
term definitely fixed. In the second place, the invest-
ment that is used in measuring the fair value of a
property is not alone that of the bondholders or of the
stockholders but the total amount contributed by both.
Hence fixed charges on the funded debt and dividends
on the capital stock must both be considered as essential
elements of the return on the investment. "Gross in-
come" is the official term used before fixed charges on
the funded debt are deducted, while "net income" is the
term used after such deduction. For obvious reasons,
therefore, the gross income is the official figure to be
used in calculating approximately the return. We say
"approximately," for of course it must be used with
qualifications in mind. Interest on unfunded debt,
amortization charges, appropriations to sinking and
other necessary reserve funds and similar items nat-
urally in various cases may serve to reduce the gross
income figure until the real balance for funded debt and
capital stock is obtained. Exceptions only prove the
rule, however, and with such possible deductions in mind
the gross income may justly be used in measuring the
reasonableness of the return. To use the net income
figure, after the fixed charges on the funded debt have
been deducted, would be to ascribe no importance at all
to the interest rate and other features surrounding the
acquisition of the bondholders' investment — a theory of
valuation work to which we can in no way agree.

In the general revival of prosperity in this country the electric
railway companies are not enjoying' their share. The chief
reason is that they are not receiving adequate payment for
the service which they perform. This condition can be re-
medied, but it requires united effort. With "a long pull and
a strong pull and a pull all together" we should make sub-
stantial progress during 1916. James H. McGraw

January 1, 1916]

ELECTRIC RAILWAY JOURNAL

13

Eliminated Stops in City Service

Various Considerations in Connection with the Faster Schedules Accompanying a Reduction in
the Number of Stops Are Discussed by Electric Railway Operators, Whose Experiences
Indicate the Economy as Well as the Practicability of This New Method of Operation

DURING the past year a great deal of attention has
been devoted to the possibilities in increasing the
schedule speed of cars in city service by the elimination
of part of the stops that are made under ordinary con-
ditions. All of the experience that has been acquired
with this new method of operation points to the fact
that it is of utmost importance to the electric railway
industry, and in order to present the inherent oppor-
tunities of the movement, the following articles by
electric railway operators who have investigated it are
published. These include discussions on the economics
of schedule speed and on the situation in Cleveland
which is undoubtedly the most conspicuous example of
skip-stop operation ; an account of the simple and suc-
cessful plan of introduction in Rochester; and an outline
of the preliminary work that has been done in Chicago.
It is to be hoped that they will aid in focussing atten-
tion on this really vital subject.

The Economy of Higher Speeds

BY B. F. WOOD

Vice-President United Gas & Electric Engineering Corporation,
New York City

Since the competition of the automobile became an
acute problem of the electric railway industry, one sig-
nificant fact in connection with it has stood out above
all others, and that is the necessity for faster schedules.
Speed is desired by the public at large, which has fre-
quently supported the irresponsible jitney bus because
of its rapidity of movement. At the same time, in-
creased speed makes possible an increase in service at
the same expense. An analysis of costs on any property
will show this to be the case, and as an elaboration of
this statement there is presented in the following para-
graphs a study of the figures for the average electric
railway appearing in the last electric railway census,
which indicates that each decrease of 10 per cent in
the running time will permit an increase in service of
some 7 per cent without an increase in the cost of opera-
tion. It should be said here, however, that faster
schedules may be obtained in two ways :

1. Increasing the maximum speed; and,

2. Reducing the number of stops.

Manifestly, the former method brings with it the
possibility of increased accidents as well as of inter-
ference with legal restrictions. For this reason, it is
not considered in this analysis, which deals only with
decreases in schedule time that may be obtained either
by reducing delays or by cutting out stops, and all of
the deductions herein submitted are predicated upon the
existence of an absolute maximum running speed.

Such a situation as this, for example, might exist in
connection with the introduction of a skip-stop scheme,
whereby enough stops might be cut out to shorten the
running time, say, 10 per cent. For a given schedule,
the number of cars required would vary in proportion
to the change in schedule time. Of course, conditions
might be conceived where the rush hour was of such a
short duration that an appreciable number of the trip-
pers would make but one trip per day, and under such
circumstances the number of cars would not vary exact-
ly in proportion to the schedule time. However, a close
approximation of direct proportion would obtain in any
event so that the relation may be generally applied.

Since the average electric railway of the country has
its operating expenses distributed as shown by the fig-
ures of the electric railway census for 1912 (see Elec-
tric Railway Journal, Jan. 16, 1915, page 131), it
may be said that a number of the items which go to
make up the total expense would be directly affected by
a reduction in running time, and these are shown in
Table I. This table shows, in the first column, the
amounts chargeable to the various accounts included
under operating expenses, these amounts being ex-
pressed in percentages of the total operating expenses.
In the adjoining column are transferred the percentages
representing those accounts which are affected by an
increase in speed, which total 54.4 per cent. Expressed
otherwise, each $100 of operating expenses includes
$54.40 that will be affected by faster schedules, and if
schedules are reduced 10 per cent there will be a reduc-
tion of 10 per cent in the affected accounts, this reduc-
tion amounting to $5.44, and this would pay for prac-
tically 6 per cent more service. There are, as a matter
of fact, other incidental savings which do not appear in
the table, but these will be taken up in a later para-
graph.

An explanation of the reasons for the selection of the
affected accounts that are shown in the second column
of Table I is, perhaps, necessary. First in the list is
the general heading covering way and structures. It
is obvious that none of the expenses involved here would
be influenced by changes in the speed or in the number
of cars, provided the changes were within reason. A
possible exception may be made in connection with the
items applying to buildings, but this will be discussed
later. Therefore no entry from this account appears in
the list of items affected by schedule speed.

With regard to the charges under the general head
of equipment, however, it may be said that material
changes should take place if the schedule time of the
cars is decreased. The charge for superintendence of
equipment, perhaps, would not be affected except upon
a property of the largest size, but the charge for main-
tenance of cars should vary exactly in proportion to
the running time. The reason is that, as the speed in-
creases, a greater daily or yearly mileage is obtained
from each car, and proportionately fewer cars are
needed to do a given amount of work. Maintenance of
cars will, in the end, vary as the car-years rather than
as the car-miles. Indeed, there is ample experience to
show that within a reasonable variation in mileage the
cost of maintaining a car will average very close to a
fixed sum per car per year, so that a car making a
large annual mileage will cost less per mile for repairs
than one making a small mileage per year. Based upon
the census figures, then, the entire charge for main-
tenance of cars, amounting to 5.1 per cent of the total
operating expense, will be affected by a change in speed,
and this percentage has been entered in the column of
affected accounts shown at the right in Table I.

With regard to the charge for maintenance of the
electric equipment on the cars, it should be said that an
increase of schedule speed obtained by a reduction in
the number of stops involves no increase in the work
done by the car motors. Paradoxical as it may seem, a
faster schedule will result in a lower power consumption
per car-mile, always considering, of course, that the

14

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 1

Tablb I — Distribution of Operating Expenses for Average Rail-
way Showing Accounts Affected by Increased Speed

Percentage Percentage
of Total Affected by

Account Operating Expenses Higher Speed

Way and structures

Equipment :

Superintendence of equipment. . . .
Maintenance of cars

Power :

Conducting transportation :

General and miscellaneous :

General

Injuries and damages. . . .

Insurance

Rent of equipment

Miscellaneous

13.9

0.5

5.1

5.1

3.0

3.0

0.9

0.6

1.1

1.1

0.3

0.2

1.1

0.8

1.9

0.6

6.1

6.1

0.6

0.4

7.4

7.4

1.6

9 1

29.5

29'. 5

i 7.2

5.7

6.2

0.9

0.6

0.4

0.4

3.1

100.0

54.4

higher speed comes only by the cutting out of stops.
Briefly to cite an example; a car on an 8-m.p.h. schedule
with twelve stops per mile, requires about 150 watt-
hours per ton-mile. If the same car is operated with-
out any stops, the schedule time will be reduced ap-
proximately 40 per cent, and the power consumption will
be decreased somewhat more than in direct proportion,
or to less than 90 watt-hours per ton-mile.

If, when the schedule time is reduced by a given
percentage, the power consumption per car-mile is re-
duced by a still greater percentage, it follows that the
work done by each motor in a given time is actually
reduced. The maintenance of the electrical equipment
should therefore be somewhat reduced because of the
less work done. But in practice maintenance costs vary
rather with the number of motors in service than with
minor changes in the amount of work. Therefore the
total charge under this account will be reduced at
least in proportion to the number of motors at work,
the cost per motor remaining about the same. This
whole account, therefore, may be said to vary in propor-
tion to the running time and is so entered in Table I.

According to the classification adopted by the electric
railway census, four items other than those above men-
tioned appear under the general heading of equipment.
These include "Miscellaneous equipment expense;" "De-
preciation of equipment," and "Other operations." With
regard to the first it may be safely said that two-thirds
has to do with the cars that are in service, so that two-
thirds of this charge has been transferred to the list
of affected accounts. The item covering depreciation
of equipment is obviously directly proportional to the
number of cars required to do the work, and all of
this item has been transferred. With regard to other
operations, probably two-thirds are directly affected by
the number of cars, and two-thirds of the percentage
appearing under this account has been transferred.

The fourth item above referred to covers the main-
tenance of power-house equipment, and in connection
with this it should be said that the census figures apply
both to roads which purchase power and to those which
produce their own energy, so that a strict adherence to
the classification as shown in the census summaries
makes the average road assume the rather unusual
situation of generating two-thirds of its power and
purchasing one-third. There is, however, no insuper-
able objection to this procedure, provided the method
that is followed is understood. Upon this basis the item
covering maintenance of power equipment would re-
main practically unchanged regardless of the reduced
amount of power required under the conditions of

higher speed. The reason for this is that the repairs
for any power station of a given capacity and equip-
ment are substantially constant regardless of the out-
put, and in this case, except upon the largest proper-
ties, the change in capacity of the power station would
be too slight to make any appreciable difference in the
maintenance charges of the machinery.

The next item which appears in the summary of the
census figures is that of traffic expenses. Obviously,
this would not be affected by any change in operating
methods because it depends upon the condition and
character of the business done by the railway rather
than upon the methods by which that business is
handled.

Under the general heading of power, the first subdi-
vision covers charges due to power-plant and substation
employees. These charges could hardly be affected, even
on roads of a very large size, by the slight reductions
in energy consumption that are here considered. There-
fore, the percentages expressing these items are not
transferred to the list of affected accounts. The item
covering fuel for power should vary in direct propor-
tion to the energy consumption and, therefore, this item
is transferred. The item covering other power supplies
and expenses includes only some charges that would be
affected by a change in power station output. These
should amount to approximately two-thirds of the whole
item and, therefore, two-thirds of the figure represent-
ing the item is transferred. The item of power pur-
chased should be directly affected by a change in power
station output as previously outlined, and the entire per-
centage, as shown, is transferred to the affected ac-
counts. Other operations in connection with power can
hardly be affected one way or the other, and this item
is not transferred.

The item covering superintendence of transportation,
under the general heading of conducting transporta-
tion, is also not subject to change with an increase in
scheduled speed. It is true, of course, that a greater
daily mileage from each car would result in corre-
spondingly reduced platform expense, but on the other
hand, the number of car operations would remain un-
changed, because as many cars would pass a given
point during a given time under the higher speed as
under the lower one.

In connection with the expense for conductors, motor-
men and trainmen, amounting to 29.5 per cent of the
total operating expense, it is obvious that the increased
daily car mileage that comes from an increase in speed
will influence this charge in inverse proportion, and the
item is transferred complete. The item of miscellaneous
transportation expenses, however, should not change
with the increased speed.

In general, the items under the heading of general
and miscellaneous expenses should change but little
under the assumed conditions. General expenses, which
include the salaries of the various officials, manifestly
would not be affected, because of different methods of
operation. Injuries and damages would perhaps be
affected to the extent of a slight decrease in interior
accidents and boarding and alighting accidents, on ac-
count of the reduced number of stops and starts, and
exterior accidents might increase because the cars would
run past more corners without stopping. However, the
two conditions might well balance one another. The
item of insurance would change only in proportion to
the extent of insurance that was carried upon cars and
upon shops and carhouses. Two-thirds of this item has,
therefore, been transferred. The items covered by
stationery and printing, store and stable expenses, rent
of track and terminals and other operations are small
and can hardly be affected in any event. Rent of equip-
ment would be directly influenced with the decreased

January 1, 1916]

ELECTRIC RAILWAY JOURNAL

15

need for cars, and this appears in the list of affected
accounts.

With regard to results other than the reduced operat-
ing expenses that are to be expected from an increase
in speed, it may be said that interest and depreciation
upon the cars released is an important item. Because
of the normal growth which may properly be expected
upon any railway system, the release of a number of
cars through more efficient operation would not result
in keeping the cars in idleness, but would soon have an
effect equivalent to a reduction in the number of cars
owned. Each car is worth, roughly speaking, $4,000,
and interest and depreciation on it would amount, at
12 per cent, to $480 per. year.

In round numbers the gross income of all operating
companies for the last census was $586,000,000, and
this, divided among the 84,000 revenue cars in service,
amounted to $7,000 per car, of which 56.8 per cent, or
about $3,960, is operating expense. The above-men-
tioned interest and depreciation, amounting to $480 per
car, is 12.1 per cent of $3,960 and may therefore be
represented by a figure of 12.1 per cent of the operating
expense. However, an allowance of 1.1 per cent of the
total operating expenses has already been considered in
connection with the census figures, so that the figure

Table II — Increase in Service to Be Expected on the Average
Railway from a 10-Per Cent Reduction in Running Time

Increase in
Service Made
Affected Items Possible by Each
Expressed in 10 Per Cent

Per Cent of Decrease in

Total Operat- Schedule Time,
ing Expense Per Cent

Direct effect on operating expenses,

(Table I) 54.4 5.84

Interest and depreciation on released

cars 11.0 1.18

Interest and depreciation on released

shop and carhouse space 2.7 0.29

Total 68.1 7.31

here derived should be reduced to 11 per cent to avoid
duplication on this score. In other words, for each $100
of operating expense, there will be an invisible charge
for interest and depreciation on the cars owned which
amounts to $11. This, as explained above, is affected
by the number of cars required to do a given amount of
work and should be included with the items affected
by faster schedules. In Table I is shown a list of
these items totaling 54.4 per cent of the operating
expense, and when the 11 per cent for interest and
depreciation on cars is added a new total appears equal
to 65.4 per cent.-

In addition, for each car owned there will have to be
provided about 800 sq. ft. of carhouse at a cost of $1.25
per square foot, making a total of $1,000, and there
must also be provided about 200 sq. ft. of repair shops
for each car at a cost which will approximate, including
equipment, about $4 per square foot. This will make
the total shop and carhouse facilities amount to about
$1,800 per car. On large properties the interest and
depreciation on these facilities would be affected by a
small increase in mileage per car, and assuming interest
and depreciation on the buildings and equipment at 6
per cent, the charge involved would approximate $108
per car. As before mentioned, the operating expense
on the average road amounts to about $3,960 per car,
and on this basis the annual charge for shops and car-
houses is equivalent to 2.7 per cent of the operating
expenses. However, this possibility would apply only
in the case of the very largest systems, and as a means
for differentiating the influence of the three general
items, operating expenses, released equipment and shop
and carhouse space, Table II has been prepared.

This is based upon an assumed decrease of 10 per
cent in running time, and the result of the faster
schedule is expressed as the increase in service that

could be made without increasing the operating ex-
penses existing before the speed was changed. It indi-
cates that, under the most favorable circumstances, an

increase in service of more than 7 per cent will accom-
pany a 10 per cent decrease in running time or, in the

same proportion, an increase of 11 per cent with a 15
per cent reduction in the schedules.

The Skip Stop in Cleveland

BY PAUL E. WILSON

Secretary to the President, The Cleveland Railway

When the skip stop was established in Cleveland in
1912, the problem of introduction was, fortunately for
the city, materially simplified. The ordinance under
which the Cleveland Railway operates, generally known
as the "Tayler Plan," gives the City Council the right
to fix stops, and by exercising this right, under the
advice of the city street railroad commissioner, the plan
of eliminating every other stop on both in-bound and
out-bound tracks was adopted.

A poll was taken on every line ("plebiscite" was
the term used to describe the poll in which women as
well as men were allowed to vote), and a good-sized
majority in each case approved the change. The ma-
jorities ranged from a proportion of three to one up
to eleven to one, the larger majorities coming from the
longer lines where the saving of time was greatest. Of
course, these plebiscites were not required by law, but
they were inaugurated by the city street railroad com-
missioner to show the City Council the sentiment of
the car riders and thus persuade the Council to exer-
cise its power to fix stops at the alternate streets.

In the plebiscites, cards were distributed to all car
riders of a given line as they boarded the cars. The
cards set forth the fact that the council, through the
city street railroad commissioner, had the power to
make schedules and to fix stops, and that a faster
schedule and better service could be maintained if cars
stopped at alternate streets. The ends of the card were
perforated for tearing and at one end bore the words,
"For the change," and at the other, "Against the
change." Car riders were invited to tear off one end or
the other and thus vote.

As soon as each line had voted the city street rail-
road commissioner eliminated substantially every other
stop in-bound and out-bound, making stops as far as
possible at alternate streets with spaces between them
of 700 ft. or 800 ft. However this was exclusive of the
downtown district, or that territory within a radius of

FOR the Change.

.TEAR OFF THIS END.

Under the Tayler Ordinance, the routing of
cars, the making of schedules and the fixing of stops
is' under the control of the Street Railroad Commis-
sioner.

A faster schedule on this line should be made.
It will take you to and from town QUICKER and
will IMPROVE service. This can easily be done
by cutting down unnecessary slops.
^ On the other side is a diagram showing the pro-
posed arrangement of stops. Cars bound FOR town
will slop at ALTERNATE streets. Cars returning
FROM town will stop at all other streets.

This will mean a walk of only
each car-rider, eilher in the morning or evenii
inconvenience will be inngnificant, the saving
great.

This change will mean better service, b
not be made unless YOU want rt. If you f
change tear off the top of this card and hand
man. If not, tear off the bottom.

, bio.

I he

AGAINST the Change.

TEAR OFF THIS END.

a

z — i

iJ| I

5 S I

Jtl

1

CLEVELAND SKIP STOPS — FRONT AND REVERSE SIDE OF
BALLOT

16

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 1

about 1 mile from the Public Square, which is the
heart of the city. The reason for non-elimination of
stops in this district is, briefly, that this is the district
of the short rider. Unless cars stop at every street
intersection the intending passenger, in walking to the
stop, makes up his mind to continue walking, and he is
lost as a rider. This business should not be lost. A :ain,
the destination of substantially all of the riders o any
trunk line is within the downtown district, and it w Id
be unfair to ask them to walk too far, assuming thtt
at least half of them have had to walk some con-
siderable distance to board the car. Third, within the
downtown district, street car traffic is necessarily slow
because of vehicular and pedestrian traffic, and as safety
stops must be made at many intersections, the item of
time saving is negligible in any event.

After the commissioner had ascertained the wishes
of the car riders with respect to stops he submitted the
results to the City Council with the recommendation
that his arrangement of stops be officially fixed by the
Council. This statement carried with it the result of
the referendum which had been taken and the effect of
the change on the number of stops. As the City Council
approved the commissioner's action, the railway changed
the usual stop signs to conform with the new plan and
issued the necessary bulletin to its trainmen.

The plan has worked well from its inception. The
distance between stops which was formerly short, is
now in many cases more than 1000 ft. and averages for
the system more than 700 ft. Nowhere is it under
500 ft. There have been eliminated 47 per cent of the
stops, and the running time per half trip has been
reduced on every line. The actual total saving in run-
ning time for the entire system attributable to the
change cannot be definitely determined, because im-
provements in power and elimination of grade crossings
were made on many lines coincident with the adoption
of alternate stops. The city street railroad commis-
sioner has estimated the saving at approximately 10
per cent. Comparisons of schedules before and after
elimination of stops show a cut in running time that
averages close to this figure, but it is impossible to say
what part of the saving was made possible by the alter-
nate stops and what part was due to changes in other
operating conditions.

That the alternate stops have effected a saving, how-
ever, cannot be denied. Just how great this is de-
pends entirely upon the individual line. To the com-
pany there is, besides the saving in platform expenses
and in the use of power, the further economy in main-
tenance of equipment. To the car rider the saving in
running time gives a faster service and a more reliable
headway. In addition to this, the fact that the number
of possible stops has been cut substantially in half
makes the service seem even faster than it really is
because cars are not continually stopping and starting.
That this eliminates the extreme vexations and irrita-
tions of ordinary street car travel is indicated by the
fact that ordinary routine complaints against train-
men have decreased during the last four years, and if
that does not tend to prove that the public is well
pleased, the entire absence of complaint against the
plan itself on the part of the car riders should make
it a certainty. In more than three and one-half years
of operation under the new plan our records show less
than a dozen complaints from car riders regarding the
alternate stop plan.

From an operating standpoint there can be no ques-
tion as to its benefits. It permits the giving of better,
quicker and more reliable transportation without ma-
terially increasing the danger of accidents and with
a substantial saving in the cost of that transportation.
It is impossible to conceive of good service being given

anywhere when stops are very close. Not that stops a
long distance apart will, in themselves, give good ser-
vice, but the spacing will give the street railway ope-
rator a chance to give better service than he possibly
can give where his equipment and his men are at the
mercy of too frequent stops. A comparison of service
in the congested district and the outlying district of
any city establishes that truth. The location of stops
at even every third or fourth block instead of at every
other block where the distance between streets, as in
many cities, is short can work no hardship on the car
riding public nor, indeed, real hardship on any one.
'i iu's is proved conclusively by the Cleveland experi-
ence.

The only trouble we met with in eliminating stops
was that given by property owners who believed their
interests to be affected. As already stated, the car
riders themselves registered no kicks and so marked is
this absence of complaint that Peter Witt, the city street
railroad commissioner, says, "I am positive that were
we permitted to restore the old stops on any one line
and return to the old running time, uncertainty of
headway and general inefficiency, the car riders of that
line would descend on the City Council or the street
railway officials in a body." It is, therefore, the, prop-
erty owner and not the car rider who objects to the
skip-stop plan, and the problem of introducing this plan
is how to handle the property owner. Skip stops pre-
sent no operating problem. On the contrary, they
lighten the usual routine troubles of the transportation
department. The skip-stop plan introduces no new
problem in the treatment of the public served, for the
public to which the railway owes a duty and for which
it must formulate a policy favors the plan. How to give
the riding public what it wants when the giving in-
ures to the advantage of the railway as well as to the
public advantage should present no problem. Theo-
retically, that should be the easiest thing to do. With
our own experience in mind it is an easy thing to do,
but the failure of the plan in Milwaukee and Detroit
shows that it may be very difficult.

Comparisons are odious, and when applied to street
railway systems they are quite apt to be valueless as
well because of the local conditions which go to explain
the whys of the many differences that are found. It
has been said that "in Cleveland things are different."
Perhaps they are. Many things are different in any
city from any other, but the car rider is the same wher-
ever he is found, so is the property owner. Business
houses at or near stops which are eliminated are sure
to think that the change will hurt their business. The
owner of renting property is sure that his tenants will
move if the stop nearby is moved, although, parentheti-
cally, neither believes that the street railway company
makes business good. This applies throughout the
United States. No one should think that the Cleveland
business man or property owner differs from his brother
in Milwaukee or Detroit. The tobacconist or confec-
tioner where daily papers are sold wishes the town-
bound cars to stop at or near his store, and the grocer
or butcher wishes the home-bound cars to discharge
passengers in front of his place of business just as
earnestly in Cleveland as elsewhere. Of course, the
effect on any one man's business for any one year is
absolutely nil. The passenger who desires a paper will
go to the first corner beyond the store or must walk
to the second corner. The same thing is true of the
out-bound passenger. If he has it in mind to shop after
he leaves the car his intention is not changed by the
fact that he has to walk one block instead of getting
off directly at the store. Show that passenger better
service and actual saving in the time he must spend
on the car, and any inconvenience to which he is put by

January 1, 1916]

ELECTRIC RAILWAY JOURNAL

17

a longer walk is forgotten in the advantage which he
realizes has been purchased by that inconvenience.

Whenever an injustice is done by the change in stops
it is not difficult to ascertain the fact and right it. The
schedule of stops on no line in Cleveland is the same
now as when originally fixed by the City Council. i
Some stops have been restored, some changed, someg
cut out. If it has been found in actual operation that
the placing of a stop at a certain street discommodes
larger number of people than placing it at anothjyr
street, a change is made. Throughout all the fixir.j of
stops and in subsequent changes one thing has been kept
in mind — the majority be served. But whesiriprotest
against the change has been narrowed down to the
protest of some one who is not a car rider, the com-
plainants have been told that the stops on this system
were not fixed for the convenience of the druggist or
the grocer or for any merchant but for the convenience
of the majority of the car riders.

Finally, if the Cleveland experience with skip stops
tends in any way to solve the problem of skip-stop
introduction, it is because the following facts have been
demonstrated :

The promise of rapid transportation, contingent upon
the adoption of the plan, is fulfilled in better service
when the stops are eliminated. The fixing of stops is
conditioned solely upon the public served. No individual
can capitalize his friendship with the management or
his political pull with the public authorities against a
majority of the car riding public. In short, the stop
elimination can be shown to be actually "for the good
of the service."

Skip Stops for Rush-Hour Service

BY ELMER E. STRONG

Superintendent of Transportation, New York State Railways,
Rochester Lines

The city of Rochester, N. Y., has but a single main
thoroughfare, through which a large proportion of the
cars in service on the various lines in the city must pass.
Within the last few years the growth of the city, and the
consequent increase in the number of cars needed to
provide a satisfactory rush-hour service, has resulted
in an excessive number of car movements through this
street and conditions of extreme congestion have be-
come the rule during the morning and evening rush
hours. As a consequence, the New York State Railways,
Rochester Lines, which operate the local service, placed
in operation twenty-five center-entrance prepayment
trail cars, the idea being that the use of trailers was
the only practical means for providing increased service
without increasing the number of car movements on
the main street beyond the physical capacity of the
tracks.

Each trail car had a seating capacity of sixty-two,
while the average motor car in the regular city service
seated forty-four people. Obviously, the two cars with
a total of 106 seats running together as a single unit
would tend to reduce congestion within the area of
heaviest traffic as compared with two separate units
each having forty-four seats. This was the primary rea-
son for introducing trailer operation, but it was recog-
nized at the same time that the larger units would move
more slowly in the outlying districts of the city and
that the trail cars would have to be introduced only
with the idea of making such changes in stops and run-
ning time as might be found to be necessary in actual
practice.

It was more or less manifest that a train which pro-
vided seats for more than 100 passengers would have to
stop at practically every corner upon the line, while the
single cars with their smaller loads would be able at

least to pass an occasional street without stopping. In
consequence, it seemed likely that the two-car trains
would be unable to maintain the schedules that were
laid out for the single cars, unless these schedules in-
cluded a lot of slack — an improper condition which cer-
tainly should not be permitted to exert its detrimental
, influence upon operation. In actual practice it was found
'on lines where two-car trains and single cars were oper-
ated together that the trains consistently lost time with
the result that single cars invariably followed the trains
at close distances. The resultant irregularity of head-
way made it necessary that one of two things should be
done. Either the running time for trains would have
to be increased from 6 per cent to 10 per cent over
that allowed for single cars, or else part of the stops
made by the trailer trains would have to be eliminated.

Between the two alternatives it seemed that the elim-
ination of stops was infinitely preferable from the stand-
point of the company's patrons. The use of the two-car
trains was absolutely necessary in order to permit op-
eration of a sufficient number of cars through the main
street during the rush hours. But an increase of the
running time on the lines to which the trains were as-
signed would be the equivalent of moving the residences
on those lines farther away from the business district
of the city, and it seemed logical that a number of the
residents would be willing to walk a distance of from
100 ft. to 200 ft. from the stopping point of the cars in
order to reach their homes if, by so doing, the rapid
service that had been given with the single cars could
be retained, and at the same time an increased number
of seats were being provided. Consequently, about the
middle of November, 1913, the company announced to
the public, through the press and through notices placed
in the cars, that the skip-stop scheme of operation would
be introduced during the rush hours on the several lines
that were equipped with trailers. These notices out-
lined in detail the method that would be followed in the
selection of the eliminated stops and stated at what
streets cars would stop during the rush hours.

In the selection of the streets at which rush-hour stops
were to be made every effort was devoted to placing
them as nearly as possible at intervals of 500 ft. At
the same time, an attempt was made to serve those
streets that had the greatest number of residences con-
tiguous to the street car lines. All of these details were
fully explained to the public through the local newspa-
pers, and about ten days after the notices had first been
brought out the scheme was put in operation without
any confusion and with very considerable popular
approval.

At the present time two-car trains are operated reg-
ularly only during the morning and evening rush hours.
In consequence, there have been practically no changes
in stops during other hours. On the lines where the
scheme is in operation the stopping points are marked
by plain white bands painted upon nearby poles, and at
those streets where cars do not stop during the rush
hours the following notice is stenciled upon the white
bands : "Cars do not stop here between 6 a. m. and 8.30
a. m. ; and between 4.30 p. m. and 7 p. m. except on
Sundays and holidays."

Very little popular opposition to the plan developed
at any time, although when the skip stops were inaugu-
rated a few protests against it were heard from some
residents because their particular streets were omitted
from the list of stopping points. However, after mak-
ing a few adjustments subsequent to personal interviews
with the complainants, these complaints generally dis-
appeared, and now that the system is permanently es-
tablished it has been found that the company was obliged
only to replace about 10 per cent of the stops that were

18

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 1

scheduled for elimination under the original plan. At
the present time, it may be said, the skip-stop scheme
is giving thorough satisfaction in every respect, both
to the company and to its patrons. The elimination of
the stops during the rush hours has made possible the
operation of single cars and two-car trains on the same
line without increasing the running time over that re-
quired when only single cars were operated, practically
all of the cars making stops at the designated points
during the rush hours whether operated as single cars
or as trains. It appears, therefore, that the saving in
time for the trains approximates 10 per cent.

Skip-Stops and Schedule Speed

BY J. V. SULLIVAN

Statistician Chicago Surface Lines

Dragging schedules benefit no one. On long routes,
especially, they result in costly waste of time both to
passengers and to the operating company. Steam and
elevated railroads, having private right-of-way, usually
can maintain headways with great regularity, but the
street railway, especially in large cities, is held in
check at all times by the frequency of stops and the
interference of vehicles on the tracks. The modern
remedy offered by students of the problem is the skip
stop, supplemented by exclusion of other vehicles from
the right-of-way.

That there is a definite relation between number of
stops and schedule speed has been proved wherever
stop elimination has been tried. Express trains on
steam and elevated roads are a daily illustration of this
fact, and even the modern skyscraper serves its "long-
distance" riders best by providing express elevator serv-
ice to the upper floors. However, the people in some
communities still have to be convinced that this new
phase of operation is in their interest. They recently
voted it down in Milwaukee, while in the same week
the street car patrons of St. Louis voted strongly in
favor of its continuance. It is said to be in successful
operation in Cleveland, Kansas City, Pittsburgh, Port-
land, Ore., Seattle and a few other places. Popular
votes have frequently favored it, and competent engi-
neers have recommended it in Detroit, Boston, Chicago
and elsewhere.

Skip-stop practice is a comparatively recent feature
of operation. About fifteen years ago Williston Fish,
then connected with the Chicago Union Traction Com-
pany, made some preliminary studies to determine the
relative importance of car stops and the saving that
could be made by elimination of those which were least
used. In January, 1910, his views on this method of
increasing the efficiency of surface lines in large cities
were first made public through an article in the Elec-
tric Railway Journal. This was followed next year
by a practical try-out of alternate stops on certain lines
of the Metropolitan Street Railway of Kansas City, Mo.
The new departure in urban transportation was slow to
take hold elsewhere, but through a gradual realization
of its possibilities other companies began to experi-
ment with it, and later, several of them put it into
effect.

It has been proposed to adopt this plan on two long
routes in Chicago, and to determine whether it would
be worth while an investigation was made on the
Broadway line. Stops were counted and timed, and
the number of passengers boarding and alighting was
ascertained. Each stop was timed in the interval be-
tween the slowing down and starting up of a car dur-
ing which passengers safely boarded and alighted from
it. The average time, counted in this way, was 11.4
seconds per stop. To this should be added several sec-

onds consumed when the speed fell below the normal
during the approach to and the departure from the
stopping place. In other words, the signal for a stop
meant that a car began to slow down, and before it
reached its normal speed again, some fourteen or fif-
teen seconds had been lost.

It was found that duration of stops was affected by
condition of street pavement, condition of rails, num-
ber of persons boarding or leaving car, number of
passengers on car, street lighting, and by the sex and
age of the passengers. The early morning traffic could
be handled more quickly than the evening crowd, and
stops were longest in the period of the day when women
and children formed the principal part of the load. For
instance, the morning rush-hour checks, when most of
the passengers were men who were quick in boarding
and alighting, showed an average time per stop of 9.51
seconds. The more leisurely crowd of women and chil-
dren during the middle of the day required an average
of 11.92 seconds per stop. Tabulation for the evening
rush hour, when more persons were getting on and
off, and when all stepped more carefully because of
darkness, showed an average time of 11.77 seconds.

Stops were made at only 50 per cent of the regular
stopping places, and yet the fact that a stop signal
might be expected at any of the other 50 per cent of
crossings held the motorman in check and did not give
him the full benefit of time saving.

On the route in question, a distance of 10.7 miles,
there were 127 places at which stops are required for
safety or on signal. The number of actual stops per
trip ranged from thirty-one to eighty. Outside of a
congested district in which it was thought desirable
to make all stops, it was found that 35 per cent of the
stopping places were unimportant if judged by the
number of passengers boarding and alighting from cars.
It was realized, however, that all of these places could
not be cut out because some of them come in groups,
and the result of their elimination would be walks of
too great a distance for the people wishing to get on or
off cars in those districts.

On another route — Clark Street — there are 120 stop-
ping places between Illinois and Howard Streets. In a
count of 23,274 passengers boarding and alighting from
cars, almost one-half of them, in a five-day check, got
on or off at the eighteen transfer points. Of the 102
non-transfer stops, fifty-eight showed a count below
the average, this being 57 per cent of the total.

In Chicago maps have been prepared to show the
character of the stores or other property at the various
corners, and these have been used to fix a tentative
list of stopping places. One difficulty in selecting stops
has been the fact that some important stopping places
came close together while others are spaced as far as
ten blocks apart — a good example of the fact that the
present arrangement of stopping places in most cities
is largely a matter of custom and is a survival of horse
car days when running time was slow and distances
were not great.

While the Chicago plan is, as yet, only one paper,
sufficient results have been observed during the recent
tests in Milwaukee and St. Louis to demonstrate the
value of stop elimination. In Milwaukee the experi-
ment was made on three routes where the original run-
ning times were twenty-nine, thirty and twenty-seven
minutes respectively, the savings by cutting out certain
unimportant stops were 14 per cent, 17 per cent and 11
per cent. There were formerly 12.7 possible stops to
the mile, but the actual average was only 6.4. The com-
pany asked for designated stops averaging 9.4 to the
mile, making an average additional walk for the small
percentage of persons affected of 257 ft.

January 1, 1916]

ELECTRIC RAILWAY JOURNAL

19

The test in St. Louis was made on two routes where
the running time was forty-three and eighty minutes,
respectively, and on these the skip-stop trial resulted in
savings of 7 per cent and 7.5 per cent. That this econ-
omy was an item not to be overlooked by the public was
indicated in the company's estimate that the general
use of stop elimination on the system would, at 10
cents an hour, mean about $625,000 a year to the riders.

Local conditions, of course, should determine the ad-
visability or inadvisability of adopting skip-stop oper-
ation. It should also fix the method, whether by the
"odd-and-even" car number plan of Kansas City, the
alternate-stop system of Cleveland, or the express and
local car arrangement of Denver. Each of these de-
viations has its advocates, and the railway manager
must consider the effect of the new plan on the stranger
as well as on the local patron.

Inauguration of service of this kind should be con-
ducted with care to hold the good-will of patrons. Any
change which brings even slight inconvenience to the
few will arouse opposition, and these few will not fail
to agitate against the proposition while the many who
are benefited will more likely be passive. Publicity is
the necessary ally in this case. The public should be
educated as to the benefits of the new plan, and a proper
system of signs should be adopted so as to make clear
the stop and non-stop points. It will be found that in-
terested property owners or tenants whose places of
business are not at the new stopping places will raise
the strongest opposition. Patrons of the lines will be
the beneficiaries, and it should be the strongest in-
dorsement of the proposition that working people, who
must through necessity live farthest from the city's
center, will have a chance to save from five minutes to
twelve minutes in getting to or from their work.

1916 Deliveries of Electric Cars
and Parts

Manufacturers of Car Equipment Give Information
Regarding Deliveries Which Should Impel Railway
Managements to Place Orders Promptly

AS was outlined in an editorial last week, 1916 de-
liveries of some parts of car equipment must nec-
essarily be slow. To ascertain the facts as definitely
as possible the Electric Railway Journal asked sev-
eral manufacturers to state their views. The substance
of some of the replies which were received from manu-
facturers are given below.

Chilled wheel manufacturers have not yet expe-
rienced any difficulty in securing the charcoal iron and
scrap wheels necessary for the production of these
wheels. It is suggested by one manufacturer that the
fuel supply will be the first thing to affect the situation.
Difficulty is already being experienced in securing
prompt deliveries of coke, and prices for this article are
advancing rapidly. Undoubtedly the wheel makers will
have to take this fact into consideration in making' de-
liveries of chilled wheels later on, even if they are not
already handicapped by the condition of affairs as exists
at the present time. George W. Lyndon, president As-
sociation of Manufacturers of Chilled Car Wheels, states
that this industry is a flexible one. In case of renewed
activity in car building, however, where new wheels are
sold without exchange, an extraordinary demand for
new material follows. In ordinary times the exchange
wheels provide a certain percentage of the new ones,
but when there is no exchange, increased quantities of
pig iron are required. Mr. Lyndon believes that many
manufacturers have anticipated this condition and feels
that there need be no apprehension regarding deliveries
of chilled wheels during 1916.

The secretary of an important company which makes
steel wheels states that the demand for steel is so great
that the company's capacity is taken up for a good por-
tion of the coming year. He believes that deliveries in
less than from three to four months will be difficult to
arrange, although there may be exceptions where ma-
terial is in stock. The limit of delivery, this maker
thinks, is not set by the shortage in steel, but by the
lack of capacity to get the wheels out rapidly enough
to supply the demand.

H. P. Bope, first vice-president Carnegie Steel Com-
pany, states that in view of the very heavy demand
that has occurred in the line of general steel products,
deliveries of materials not yet ordered will be slow. So
far as solid wheels are concerned it is doubtful if any
new business could be taken for execution during the
first half of the year. Mr. Bope states, however, that
the regular electric railway trade will be cared for, and
he assumes that other manufacturers have made simi-
lar provision.

W. H. Heulings, Jr., vice-president J. G. Brill Com-
pany, calls attention to the fact that the general limit-
ing feature of car delivery will be the maximum date
of delivery of any important element. His investiga-
tions indicate that there is an extraordinary situation
regarding axles. Three weeks ago one of the larger
makers of axles withdrew all quotations to his com-
pany, another promises delivery in from three to six
months, and a fifth one, depending entirely upon bil-
lets, as he does not make his own, in from four to six
months. One axle maker stated that he could turn out
a few axles in from six to eight weeks.

The rolled steel wheel situation, according to Mr.
Heulings, is a worse proposition than that of axles, as
the steam railroads are having difficulty in getting the
wheels which they require. One wheel maker states
that his output is sold for the entire coming year. Pre-
vailing promises for delivery of structural shapes are
for from five to six months, with difficulty in fulfilling
these promises. Bars are especially difficult to get,
and spring steel is in the same class. Tubing delivery
promises are also quite discouraging.

New Power House in Australia

A recent issue of the Commonwealth Engineer de-
scribes the progress made in connection with the Vic-
torian Railway's Newport power house, which will sup-
ply energy for the Melbourne (Australia) Electric
Railways. The 36-acre site of this station is situated
near the Yarra River, the ground being covered with
a basaltic rock, which has been used for concrete work
in the foundations. The main building, measuring 310
ft. long and 415 ft. wide, is built with steel pillars and
reinforced plaster walls, while the transformer and
switch houses are of brick. Concrete has been ap-
plied to the walls by a compressed air apparatus,
which projects the mortar into the required position.
The first section of the power plant, consisting of six
10,000-kw. Parsons turbo-alternators and exciters, is
being erected. Current will be generated at 3300 volts
and stepped up to 20,000 volts for distribution to the
substations. A wet air-cooling plant is being installed
in the power plant and also two 350-kw. auxiliary tur-
bines. Special arrangements to facilitate the testing of
any steam electrical set are being provided in addition.
Nine miles of cables for auxiliary plants are led through
cement conduits in the foundations. An electrically
driven 50-ton crane with a 5-ton auxiliary hoist is pro-
vided in the engine room. The assembling of the first
twelve Babcock boilers and Green economizers has been
practically completed.

20

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 1

One-Man Cars Becoming Popular

New Designs Introduced for Use in Tucson — Reports from Eight Other Companies Which
Have Been Using One-Man Cars for a Longer or Shorter Length of Time —
All Are Favorable Toward This System of Operation

ALTHOUGH the advantages of one-man car operation
for lines of light traffic have been the subject of
very active discussion during the past year, the idea
is not new. The old "bobtail" car of horse car days
was a one-man car, and it was not until the general
introduction of electric traction that many city lines in
this country, where the traffic was light, put a con-
ductor on the car to collect fares. With the one-mai;
horse cars, however, the entrance for the passenger
was in the rear, although there may have been excep-
tions, the rear entrance probably being an inheritance
from the omnibus. The passenger was expected to drop
his fare in the box on entering the car, and if he did
riot do so the driver would rap on a window to attract
his attention.

The early electric one-man near-side cars were simply
standard cars with the rear door closed, but lately
inventive genius has been devoted to the design of cars
especially for one-man service. Several of these cars
have been described in previous issues of this paper. A
number of articles on one-man car operation have also
been published, the longest probably being that on page
578 of the issue for March 29, 1913. Some interesting
statistics of the roads using one-man cars were pub-
lished in the 1915 report of the committee on passenger
traffic of the American Electric Railway Transportation
& Traffic Association. Below will be found a sympo-
sium of articles from managers who have had experience
with one-man car operation.

Louisville, Ky.

By J. T. FUNK, General Superintendent Louisville Railway

Cars were operated by one man in Louisville and in
no other way for more than twenty-five years and until
the city reached a population of about 200,000. The
system was then changed and larger cars were substi-
tuted for smaller cars, and then it was that two men
were placed upon them. During the time of the opera-
tion of the cars by one man the average seating capac-
ity per car was about thirty-two passengers. The en-
trance was in the center of the rear end and through a
door which was opened by passengers and closed by
the man who occupied the front platform of the car by
a strap, there being no rear platform at that time. The
system was very successful and was satisfactory to the
traveling public. The passenger, after entering, de-
posited his fare in a conveyer, which could be reached
from any seat in the car, and the fare was carried to
a fare box which was placed in the front of the car
convenient to the front platform. The motorman or
driver, because in the early days horse cars were used,
could see the fare plainly with very little inconvenience
before he dropped it from the tilting plate into the
lower part of the box. Transfers of passengers were
made either through a station at certain points or from
car to car, so that no transfer slips whatever had to be
issued by the motorman. Our records show that dur-
ing the entire time of the use of these one-man cars a
smaller percentage was paid out for accidents and dam-
ages than at any other time during the history of the
corporation.

The motorman in approaching railroad crossings
would stop within a reasonable distance and look both
ways for trains, and if there were none close by would

cross over. He never left the platform to flag a car
across, and during the time I have stated accidents at
railroad crossings were almost unknown. The reason
of this is there was no divided responsibility, and the
man in charge was held strictly responsible. During
recent years, since large cars have been substituted for
the small ones and two men, a motorman and a con-
ductor, have been on each car, the expense for acci-
dents, claims and damages of various kinds has con-
stantly increased, and one of the reasons, in my judg-
ment, is the dividing of the responsibility between the
two men. Since the introduction of the large cars and
a change in the transfer system also, passengers are
now transferred by slip and at almost every crossing in
the city. The issue of these transfers would entail too
much work for one man to run a car without assist-
ance, but in any city having cars with a seating capac-
ity no larger than thirty-six and with only a very lim-
ited number of transfers to issue, one-man cars can
certainly be run successfully.

The type of car which I would recommend would be
with a platform and controller on each end. The man
in charge of the car, when changing ends, could carry
the controller handle and the fare box with him. With
only one employee on the car, he should not be required
to assist passengers on and off the cars, in fact, even
with two men the advisability of assisting people is
doubtful, as a great many people seem to be offended
when the conductor takes hold of them for that purpose,
and the practice is a source of much litigation and
many claims.

At present in this city we only have about eleven cars
that are run by one man. They are run only between
the hours of 1 and 5 A. M. Fare boxes are used on these
cars, and during these hours no transfers are issued.
This system seems to work satisfactorily both to the
company and the traveling public. The schedule speed
of the one-man cars is about 9 m.p.h.

Cape Girardeau, Mo.

By A. M. TINSLEY, General Manager Cape Girardeau-Jackson
Interurban Railway

All of the cars on this line, four in number, are one-
man cars. Two of them are equipped with the door-
closing and step operating device of the American Car
Company; the other two are simply fitted with fare
boxes. They have been in operation for four years.
The original franchise of the company called for two
men on each car, but the City Council passed an ordi-
nance permitting the company to run with one man, and
there was no objection on the part of the public. The
scheduled speed is 6 m.p.h. and 102 car-miles are run
per day per car. The seating capacity is forty. Two of
the cars are equipped with Brill fare boxes and two with
Cleveland fare boxes. No fare registers are used.
Transfers are issued by the motormen at transfer points
only. An interesting feature of this system is that at
times of heavy traffic, when the traffic originates at one
point, as a ball park, fair grounds, etc., the company
stations one man at the place where passengers board
the car to help motormen in handling the crowds. At
railroad crossings the motorman is required to get off
the car and look up and down the tracks before the car
passes over the crossing. This is a State law.

January 1, 1916]

ELECTRIC RAILWAY JOURNAL 1 i (tf 3 21

Tucson, Ariz.

By W. A. HALLER, Chief Engineer Federal Light & Traction
Company, New York

The accompanying halftone engravings show a novel
type of one-man car designed by the writer for opera-
tion on the Tucson property of the Federal Light &
Traction Company and just completed at the Wason
Works of The J. G. Brill Company. Although it is not
the final word in one-man cars, it represents a sincere
attempt to secure a light car of the double-end type
suitable for one-man operation. Such a car, the writer
believes, has an important future on railways in cities
of small size, where the traffic is light.

The following are the main dimensions of the car:

Length over buffers 27 ft. 6 in.

Length over vestibules 26 ft. 6 in.

Length over corner posts IS ft. 6 in.

Length of each platform 4 ft.

Width over sills, including sheathings 6 ft. 3% in.

Width of aisle 3 ft.

Height from top of rail to underside of side sills 23 3/16 in.

Height from top of rail to center of headlining 7 ft. 8 in.

Height from top of rail to platform 15% in.

Height from platform to floor of car 9 in.

Rise of ramp from entrance of car to center of car 2 in.

The underframe is of steel, and the outside sheathing
below the belt rail is of No. 18 gage aluminum. The
floor is 13/16 in. Southern pine in single thickness, and
there are no bulkheads. The window sash, which is in
two parts, has the upper half stationary, while the
lower half drops into concealed pockets in the side of
the car. The ceiling and the wainscoting or paneling
under the seats are of Agasote, enameled white. The
seats are of mahogany slats with Wilton carpet up-
holstery, the seats being used bare in summer and cov-
ered with carpet in the winter.

The equipment on the cars consists of the following:
Pantasote curtains, Electric Service Supply Company's
9-in. motorman's gong and push buttons, Golden Glow
headlight with 46-watt mazda lamp, Hunter signs,
Pyrene extinguishers, Dumpit sand boxes, Knutson
trolley retriever, Rico hand straps, Garland ventilators
and Commercial Truck Company's America type of
truck with 8-ft. wheelbase and 26-in. wheels.

Perhaps the most novel features in the car are the
motors and running gear, the control and the brakes.

The motors are the GE-1063 automobile type, wound
for 250 volts and designed for individual wheel drive,

ONE-MAN CARS — SIDE VIEW, TUCSON CAR

so that there are four motors to the car. As each motor
is of about 7 hp., the power capacity of the car is 28 hp.
Each motor drives its wheel through a concentric gear
which reduces the speed of the armature in the ratio of
10:1. The gear connection between armature and wheel
is the same as that used in the electric drive of the
vehicles of the Commercial Truck Company of America.
In this design the motor armature pinion engages three
spur gears which are carried by studs mounted on a
spider integral with the driving shaft. These gears
also have pinions which engage a single internal gear
which is keyed to the gear case. This system of drive
insures an equal distribution of load between the dif-
ferent driving gears as well as a continuous alignment
of the gears. The motor itself is bolted to the inner
side of the gear case, which, in turn, is bolted to the
crossbars of the truck. The motors on opposite wheels
are permanently connected two in series for a 550-volt
circuit. The wheels are equipped with Timken roller
bearings, and the armature journals with ball bearings.

The brake is also of novel type, the design of the
writer, and by mechanical means, the braking effected
is as graduated and as easy of application for this type
of car as with an air brake. There are really two sepa-
rate and distinct braking systems, one for service stops
and one for emergency stops, and each can be applied
from either end of the car. A diagram of the system
of levers used in each brake accompanies this article.

ONE-MAN CARS — INTERIOR AND END VIEWS, TUCSON CAR

22

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 1

Car Floor-j

Footdrake-

ONE-MAN CARS — DIAGRAM OF SERVICE BRAKING SYSTEM,
TUCSON CAR

Both apply the pressure on an inside flange of the wheel,
the service brake system operating a band on the out-
side of this braking flange and the emergency brake
applying an expanding band or friction clutch against
the inside of the braking flange.

The service brake is applied by means of a spring,
which, when the car is in operation, is held extended
by means of the brake cable, which is connected to a
pedal on the platform. The brakes are set, therefore,

. Equalling Rod

Equalizing
Internal Ex/.

Brake Drum

ONE-MAN CARS — DIAGRAM OF EMERGENCY
SYSTEM, TUCSON CAR

BRAKING

ONE-MAN CARS — PAIR OF WHEELS WITH MOTORS,
TUCSON CAR

by releasing the pedal, and the brake pressure is
regulated by means of the pedal. The arrangement
of levers is such that the brake can be applied from
either end of the car. The emergency brake system is
independent of the service brake system and is applied
by a ratchet hand lever on the platform.

The controller was supplied by the Cutler Hammer
Manufacturing Company and is of the drum form with
series parallel connections. It is bolted to the under-
side of the middle of the car and is operated by a lever

from either end of the car, and automatically goes to
the off position if the operator's hand is removed from
the controlling lever. The wheels are 26 in. in di-
ameter with cast steel spider and rolled steel tire.
Even the motorman's seat is novel. It is of pressed
steel, similar in design to those used on harvesting
machines, and weighs only about l1^ lb. It is mounted
on an adjustable support and is arranged to fold back
when not in use.

The approximate weight of the car is:

Car body 6000 lb.

Motor equipment and brake 4000 lb.

Rest of equipment, including wiring, circuit

breaker, fare box, etc., approximately. . . . 1000 lb.

This makes a total of about 11,000 lb., but in a later
car, even of this general type, the writer believes that
this latter item could be cut approximately in half, or
reduced to 500 lb. from 1000 lb.

Tests made with this car last week in Springfield,
Mass., showed that it was very easy riding, due, in part,
probably to the fact that the springs have lubricated
pins. Moreover, in spite of the 8-ft. wheelbase, the
car easily ran around a 28-ft. radius curve This was
probably owing to the independent drive of the wheels.
The speed made with a normal load on level track was
20 m.p.h., and on an 8 per cent grade, 9 m.p.h. A
higher speed, if desired, could be secured, of course, by
the use of larger motors, such as would be obtained by
the substitution of 10-hp. motors in place of the present
7-hp. motors.

Four of these cars are being built at the Wason
Works for Tucson where they will receive a thorough

ONE-MAN CARS — PLAN AND
SIDE AND END ELEVATIONS,
TUCSON CAR

2 6— *i

Electric Ry.Joumal

January 1, 1916]

ELECTRIC RAILWAY JOURNAL

23

test so that the practical merits of their new features
will be determined.

Center Entrance Two-Man One-Man Car

The Federal Light & Traction Company has designed
for future use on its other railway properties an im-
proved type of car to be constructed principally of steel
and aluminum with wood trim which will be suitable
for either one or two man operation, and which it is
believed will meet the traffic conditions and prove very
economical in relatively large and also in small cities.
This car is shown in plan and elevation on this page.
This car has doors at the diagonal right hand corners,
one of which is intended as both entrance and exit
when one man operated, except at terminals or at points
where inspectors are stationed, where the side door
may be opened by the motorman to permit rapid un-
loading. Or the car may be operated with two men
within congested areas, using the side door for both
entrance and exit, or using the front door for entrance
and the side door for exit. Under this plan of opera-
tion a conductor could be assigned to each car to ac-
company it through the congested districts and possi-
bly across railroad crossings, if any, and then double
back on a car going toward the city and thus effect a
saving in platform labor.

In any plan of operation the arrangement of doors
will permit rapid loading and unloading at congested
points.

Perhaps the most striking feature of this car is that
there are no drop platforms and the floor is on a con-
tinuous level. This greatly simplifies the system of
levers for operating the brakes and controller. The
steps are within the car, and of course those not in use
are covered by a platform.

The car is double-ended, with controller and brake
levers, sand box, etc., at either end, but at the end not
in use this apparatus is arranged to be covered by a
folding seat. Everything being inside the car, there are
no exposed handles or steps on the outside of the car.

The frame of the car is of steel with aluminum panels
and wooden doors and trim. By this construction it is
hoped that a weight of not more than 7000 lb. can be
secured for a car with a 30-ft. body and seating capacity
of thirty-five. The same running gear, automatic brake
and control are to be used on this car as on the Tucson
cars already described.

From the standpoint of economy it is believed that
this type of car and its method of operation offers a
great opportunity to reduce operating expenses, and its
attractiveness should tend to increase patronage also
the gross and net earnings.

The following schedule of comparative operating
costs is submitted:

Table Showing Performance with Two-Man and One-Man Cars

Two Man Operation, with a ratio of 75 per cent single truck
and 25 per cent double truck car operation, based on 1,000,000 car
miles per annum.

Per cent of gross.
Cents per car mile.

%

6.0
1.32

3

c
H
6.8
1.50

o

Ph
10.6
2.35

26.0
6.20

a! C
0) o

i CQ

US
18.6
4.50

En

68.0%
15.87c.

Per annum : $158,700

Combined One and Two Man Operation, based on 1,200,000 or
20 per cent increase in car miles per annum.

Per cent of gross 3.76 5.85 4.46 18.45 16.88 49.4%

Cents per car mile... 0.73 1.15 0.90 3.58 3.25 9.61c.
Per annum $115,320

Estimated annual saving in operation.

$43,380

Light efficient cars tend to reduce construction and
operating costs in many ways, chief of which are the
following :

1. Lighter and less expensive track required on ac-
count of less weight.

2. Less power station, conversion and transmission
capacity required, amounting to from $1,000 to $3,000
per car.

3. Reduction in track maintenance cost, due to lighter
weight and less pounding on special work and no slip-
ping on curves.

4. Car maintenance cost reduced, due to smaller and
better class of self lubricating apparatus.

5. Power consumption less, only 0.6 to 0.75 kw.-hr.
per car mile against 1.25 kw.-hr. up for ordinary car
equipment.

6. Platform labor less, due to employment less labor
per car mile.

7. General and miscellaneous less, due to lower over-
head charges, less insurance, less taxes, less supervision
and accounting, and a marked reduction in the injuries
and damages account, which expense has been shown

Scat---

ONE-MAN CARS — PLAN AND
SIDE AND END ELEVATION
OF PROPOSED ONE-MAN, TWO-
MAN CAR WITH SIDE DOOR,
CONVERTIBLE FOR DOUBLE
END OPERATION, FEDERAL
LIGHT & TRACTION COMPANY

SIDE ELEVATION

FRONT ELEVATION

24

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 1

to be less than one-third that of two men operated
systems.

8. A car easy of ingress and egress and otherwise
attractive, thus encouraging traffic.

Pine Bluff, Ark.

By BYRON C. FOWLES, Treasurer and General Superintendent
Pine Bluff! Company

The electric railway system at Pine Bluff, Ark., has
just put in operation twelve one-man cars. The car-
miles run per day per car are 150, the average number
of passengers per car-mile is three, and the number of
transfer passengers per car-mile is 0.17. The cars
have a seating capacity of thirty-two and make a sched-
ule speed of SY^ m.p.h. The Johnson fare box is used,
and fares are registered. Railroad crossings are pro-
tected by flagmen, so that there is no difficulty at these
points, and no trouble has been experienced with dis-
orderly passengers. The company has had these cars in
service only since Dec. 12, but knows no reason why
they should not be a success.

Oklahoma City, Okla.

By GEORGE W. KNOX, Second Vice-President and General
Manager Oklahoma Railway

The Oklahoma Railway uses one-man cars on three
small divisions where the traffic is very light, one car
on each division. It also operates one-man service on
the far end of three of its other city divisions. On each
of these lines the car which runs to the end of the line
leaves the city terminal with a motorman and a con-
ductor. The conductor stays on the car until he meets
the other car at the half-way point on the line. He then
changes cars, taking charge of the incoming car at the
meeting point. He uses a separate trip sheet for each
car. When the motorman is returning from the end of
the line he does not collect any fares, but the conductor
goes through the car and collects fares when he boards
the car at the half-way point. As there are no trans-
fers beyond the point where the conductor leaves the
car the motorman is not required to issue any transfers.
The cars used in this class of operation are double-truck,
with a seating capacity of about forty-eight passengers,
and are equipped with folding doors and folding steps.
The traffic on these lines while considerably heavier than
that on the strictly one-man car line, is such that no
difficulty is experienced in maintaining the scheduled
speed, which ranges from 6.7 to 9.6 m.p.h.

The cars on the one-man divisions were originally
built for two-man operation. The only change made to
them was the addition of folding doors and folding
steps. They have been in operation about three years.
The maximum speed is about 20 m.p.h., the scheduled
speed is 5.6, 7.6 and 8.8 m.p.h. on the three lines. The
average mileage per car per day is 135, and the average
earnings 7 cents per car-mile. The seating capacity is
twenty-eight. No fare box is used but the fares are
recorded on a register. Transfers are issued at transfer
points only. On one of the lines two men are used
during the morning and evening rush hours, but on the
other two lines one man only operates the car during
the entire day. The motorman is instructed to an-
nounce the streets when the car is crowded or after
dark, to help elderly or infirm passengers to board and
alight and to extend the same courtesy and assistance
as would be expected in two-man operation. The prac-
tice at railroad crossings is for the motorman to stop
the car at a safe point, not less than 20 ft. from the
crossing, take the controller handle with him and go
ahead of the car to the middle of the track to ascertain
if it is safe to cross. If he finds that this is the case
he goes back and starts the car.

I consider one-man operation desirable only on lines

having very light traffic, and, in general, the installa-
tion is not to be recommended where the success of the
enterprise depends upon being able to operate with but
one man to the car. However, with a line which was
already built but found to be unprofitable with two-
man operation, there is no good excuse for hesitating to
operate with one man, as the cars may be operated safely
and efficiently in that manner.

Lethbridge, Alta.

By ARTHUR REID, Commissioner of Public Utilities

All of the cars on the Lethbridge Municipal Railway,
ten in number, are one-man cars. Some are single-
truck and some are double-truck cars. They were orig-
inally of the pay-as-you-enter type designed for single-
end operation, but they were changed for one-man oper-
ation by turning the car end for end and making the
pay-as-you-enter platform the front end. The changes
required are shown in the accompanying diagram, in
which the solid lines represent the car as it is now and
the dotted lines show the original position of the rail-
ings. As the platform which was formerly the rear
platform is now the front plantform, the doors on each
platform had to be transferred to the opposite side of
the car. The door at the other end of the car, the small
door, on what is now the rear end of the car, has been
retained as an emergency exit door and is operated by
the motorman. The cost of making the change was
approximately $100 per car. The cars have been oper-
ating in this way eighteen months, and have a maximum
speed of 25 m.p.h. and a scheduled speed of 12 m.p.h.,
and the average passengers per car-mile is 3.26.

- 5'0"Vest.-*f ^"

Electric R'j.Joumal

ONE-MAN CARS — PLAN OF LETHBRIDGE CAR

The entrance and exit doors are operated by levers
in front of the motorman. At present the steps are
rigid, but plans are under way for operating the step
in connection with the door mechanism. A Coleman
fare box is used on the platform to receive the fares,
and transfers are issued at points when the passenger
is leaving the car. Passengers do not pay their fare
as they enter, but when they leave the car. No trouble
has been experienced with disorderly persons or with
operating the cars over railroad crossings. There is,
however, only one railroad crossing on the system, and
that is on a branch track. The motorman is instructed
to help elderly and infirm passengers off the car, if
necessary, but does not announce the streets.

At first the public was doubtful as to the value of
the system, but the attitude is now very favorable. The
operation of one-man cars is considered on the whole
safer than two-man cars, because passengers when
boarding or alighting from the car are always under the
eye of the motorman. In fact, the railway has not had
an accident to boarding and alighting passengers
since the system was put in force. Undoubtedly, the
schedule would be somewhat slower than with two-man
cars if the traffic were dense, but the system is quite
small, having only 11 miles of track and carrying on an
average about 2500 passengers per day, with very few
transfers. At times, however, the traffic is very much
larger than this, and the railway has carried as many as
14,000 passengers a day for three days at fair time

January 1, 1916]

ELECTRIC RAILWAY JOURNAL

25

without accident and with very good success at main-
taining schedule speed. Undoubtedly it is quite neces-
sary to have a push button at every seat so that passen-
gers may signal the motorman. The plan of passengers
paying as they leave the car has the advantage of giving
the passenger an opportunity to have his fare ready,
but the disadvantage is that if a passenger gets off with-
out paying, the fare is lost. Undoubtedly a transfer
issuing machine would help the motorman to maintain
his schedule, because the greatest amount of time now
lost is that taken in issuing transfers.

Buffalo, N. Y.

By E. J. DICKSON, Vice-President International Railway

All of the city service in Lockport, N. Y., of the Inter-
national Railway is performed by one-man near-side
cars, and the saving in platform time is approximately
one-half the cost of operation of double-end cars with
two men. Eight cars are used, and they have been in
operation since Dec. 29, 1912. They were purchased
new for the purpose and were illustrated in the Electric
Railway Journal at the time. The maximum speed
is approximately 10 m.p.h., and the schedule speed is
7 m.p.h. The car-miles per car per day are 113, and
the average number of passengers per car-mile is 3.2.
Approximately 22 per cent of the total number of pas-
sengers are transfer passengers. The seating capacity
of the cars is thirty-six each.

The cars are single ended but have an emergency rear
door. The front platform is fitted with a folding door
and step, mechanically operated, and a Dayton fare
register and box are used. Transfers are issued when
the fare is paid. No difficulty is experienced at railroad
crossings, as all of the crossings are protected by flag-
men. At first the attitude of the public was rather
hostile, but now it is extremely favorable to one-man
operation. The cars are run on a headway of fifteen
minutes.

Atchison, Kan.

By J. W. WAGGONER, General Superintendent Atchison Railway,
Light & Power Company

One-man cars have been operated on the railway sys-
tem of the Atchison Railway, Light & Power Company
for the past fifteen or sixteen years. They are the only
cars we have and there are eight of them, all of the
semi-convertible type and double-ended. In winter the
doors on the rear platform are closed, and in summer
the gates are closed, leaving only the front platform
for entrance and exit. We have not found any other
arrangements necessary to fit the cars for one-man
operation. The schedule speed is 7 m.p.h. and the
average number of car-miles run per day per car is 108.
Each car has a seating capacity of twenty-eight, and the
St. Louis Car Company's fare box, old style, is used, in
connection with a regular fare register. Transfers are
punched and issued at transfer points by the motorman.
He also announces streets and is instructed to help
elderly and infirm passengers off the car. We have a
fifteen minute schedule which gives the motorman ample
time to render any reasonable service to passengers.
The passenger drops his fare, either ticket or cash, in
the fare box as he enters the car, or if he has a trans-
fer it is handed to the motorman. We have had no diffi-
culty at railroad crossings, as the flagmen at those
crossings flag the cars over. The public seems to be
very well satisfied with the service. The only suggestion
I have to make to any other company engaged in one-
man car operation is that first-class motormen only
should be employed. In one-man car service the oper-
ator should understand the operation of his car
thoroughly

Greenville, Miss.

By R. B. CLAGGETT, General Manager Delta Light & Traction
Company

The six cars regularly used on the lines of the Delta
Light & Traction Company are all of the one-man type.
They are double-ended, are mounted on single trucks,
measure inside the body 16 ft. and were changed from
double-end to single-end operation simply by the in-
stallation of a Tom Johnson fare box in each end of the
car. The schedule speed made is about 8 m.p.h., al-
though the cars are capable of running as fast as 14
m.p.h. Each car covers about 144 miles per day and
averages 1.37 passengers per car-mile. Fares are rung
up on a register, and but few transfers are issued. No
trouble has been experienced at railroad crossings, as
the motorman is instructed to use extreme care in going
over them, and the important crossings have a railroad
flagman. One-man operation has been used in Green-
ville ever since the line was started fifteen years ago.

Waco, Tex.

By R. B. STICHTER, Vice-President Southern Traction Company

At one time there were eighteen one-man cars in
daily operation in Waco, this being the total number
then in use. However, as traffic became heavier, a de-
mand developed for larger cars and two-men operation
in the more congested district. This resulted in some
of the lines carrying two men in the business district
and out to the last passing switch on the line. From
this point out to the end of the line the car was oper-
ated by one man. Later practically all of the cars were
changed over to two-man operation. It was our expe-
rience that one-man operation called for a little slower
schedule; but not enough to be considered on lines re-
quiring only three or four cars.

Our one-man cars had a seating capacity of twenty-
four, twenty-eight and thirty-two passengers, and tem-
porary seats providing for four additional passengers
were placed in the rear vestibule, where smoking was
permitted. Most of these cars were of the double-end
type and were fitted with door and step control, oper-
ated by the motorman. Johnson fare boxes were used;
these replacing the old Brill box, for which a double
fare register was provided. Conductors were required
to call streets and to give transfers when arriving at
certain transfer points, no machine being used for the
purpose. Passengers were required to pay fare as they
entered the car by dropping it in the box.

I do not believe that we had any more trouble with
disorderly passengers in the one-man operation than
is ordinarily encountered with two-men operation.
Our motormen were instructed to be of what assistance
they could to old or infirm passengers ; however, it is
my belief that such passengers were acquainted with
the fact that the cars were operated by one man, and
generally provided assistance of their own when they
used the cars. The motormen were instructed on
approaching steam railroad crossings to bring the car
to a full stop 50 ft. from the crossing so as to insure
proper control of the car, then to approach within 10
ft. of the crossing, bring the car to a stop, look both
ways, and if in the clear, to proceed.

The operation of one-man cars cuts the platform ex-
pense in half, and my experience leads me heartily to
recommend this system of operation in the smaller
cities and on pioneer lines in some of the larger ones.
It is one of the resources that confront us in combat-
ting the jitney service. With well-trained and expe-
rienced men, the one-man operation of cars is far safer
and more reliable than the present jitney operation,
and in my judgment the general public would so con-
sider it.

26

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 1

Developments of the Future in

Electrification

The Electrification of Steam Railroads Is Discussed by Engineers Prominently Identified with
this Phase of the Electric Railway Industry from the Standpoint of Commercial
Possibilities and of Impending Technical Developments in the
Electric Locomotive and in Power Distribution

THE following series of articles deals with future
possibilities of heavy electric traction from both the
commercial and the technical sides. In regard to the
former, the author who discusses it, A. H. Armstrong,
writes in a distinctly optimistic vein, and is expectant
of a considerable degree of activity in the immediate
future in mountain-grade electrification. This field is
considered the most promising not only because of the
opportunity for attractive returns on the investment
involved in electrification, but also because of the fact
that here the physical limits of the steam locomotive
have already been reached. On the technical side, an
article by E. H. McHenry calls attention to the oppor-
tunities for improvements in the electric locomotive,
this possibility of evolution, in fact, constituting one
of the important indications of the extension of electric
operation on steam railroads. The most important
fundamental feature that is cited wherein the electric
locomotive possesses an inherent advantage is that of
its ability to handle heavy trains on fast schedules, and
the author considers that but a very small part of the
penalties now paid to attain express-service speed for
freight trains apply to electric operation. On the sub-
ject of power distribution for heavy electric traction
F. H. Shepard makes the important announcement that
the present maximum contact-line voltage of 11,000 is
likely to be subject to an increase in the near future,
and outlines also some of the possible future considera-
tions that have been brought to the front through
experiences with the 5000-volt direct-current installa-
tion that was made last summer. In the following series
of articles, therefore, each general phase of electrifica-
tion has been discussed, and from the views expressed
by the several authors there is ample evidence that the
immediate future is going to see important changes as
well as constantly increasing activity.

Some Aspects of Heavy Electric Traction

BY E. H. MCHENRY

McHenry & Murray, Consulting Engineers

It has been stated that when an art reaches a stage
of development at which no further progress is possible,
it does not remain stationary but disappears and is re-
placed by some other form or method which possesses
greater inherent qualities of continued evolution. If
the steam locomotive has now reached this stage, its
ultimate replacement by some new form of motive power
is certain, and with our present knowledge we must
assume that this will be some form of electric traction.

In past years the steam locomotive has several times
appeared to have reached the ultimate practical limits of
growth in horsepower and tractive effort, but each time
some new development in design or method has made
further advances possible, and it would be too bold to
predict that the limit has even now been reached.
Nevertheless, there is good reason to believe that it is
close at hand, if not already here, as indicated by the
present tentative experiments with electric traction in

practical operation and the increasing difficulties and
cost of adapting steam traction to the ever-growing re-
quirements. Further development of the steam loco-
motive is so severely handicapped by the space and
weight limitations, which appear to be inherent in any
form of prime mover, that it does not seem likely to
survive in the end in competition with a simpler and
more convenient form of motor, in which energy supplied
from an outside source is simply converted into work
at the point of application. This is more particularly
the case under conditions which permit large reductions
of dead weights and the distribution of the present ex-
cessive concentrations of weight and pressure over more
space and points of support.

In current practice higher steam pressures, com-
pounding and superheating have greatly extended the
horsepower capacity of the steam locomotive, but until
recent years a corresponding increase in tractive power
has only been gained at a cost of very high concentra-
tions of weight and pressure within the restricted lim-
its afforded by the rigid wheelbase. Axle loads of 30,000
lb. in 1880 have risen to 60,000 lb. and 65,000 lb. in
1915, with an extreme maximum of 73,000 lb., making
necessary great changes in track standards and cor-
responding increases in the cost of track and track
maintenance.

In the same interval the weight of rail sections have
been much increased, but the rails have not kept pace
with the increasing axle loads in either strength or
quality, with the result that economy has been sacri-
ficed and the margin of safety has almost disappeared.

The development of the Mallet and triplex locomotive
types affords a partial relief from the restrictions im-
posed by the rigid wheelbase by distributing the weight
of the locomotive over more driving axles, but the ev.il
effects of the precedents already established still sur-
vive and in the later engines of this class the newly-
regained margin of safety is again nearly absorbed.

All of the above considerations tend to the conclusion
that the possibilities of future growth of electric trac-
tion are much less sharply limited than in the existing
steam service.

With electric traction the weight and space limitation
of the steam locomotive are largely avoided, as it is not
necessary to overload the driving axles nor even to as-
sume that all driving axles must be concentrated into
locomotive units, as the possibilities of multiple unit
control now utilized in passenger service can obviously
be also extended to freight service, and it is altogether
probable that in future the motive power will be dis-
tributed in the length of the train in order to avoid
excessive draft strains and concentrated stresses in
bridge members.

It may be added that the uniform turning moment
of the electric motor permits a higher utilization of the
available adhesion, which also tends to a reduction of
the present axle loads. The available horsepower ca-
pacity will also be very much enlarged, as the source of
primary power may be regarded as unlimited so far as

January 1, 1916]

ELECTRIC RAILWAY JOURNAL

27

the requirements of any one train are concerned, and
this will have the practical effect of eliminating many
of the present limitations on train load and train speed.

Under favorable conditions, in which density is the
chief factor, electric traction is already most economical
in operation, but the general substitution of electric
for steam traction will not depend so much upon its
comparative economy under similar conditions as in its
inherent and latent possibilities of future development
and in its ability to occupy wider fields of usefulness.
This point is strikingly illustrated in the development
of electric street railways, in which the comparative
cost and economy of electric versus animal traction
were at first compared under similar service conditions,
but in which the character of the service soon changed
so greatly that no one to-day would even think of them
as equivalents upon which economic comparisons could
be based. Similarly, in the operation of standard rail-
ways it is probable that electric motive power will find
applications in new fields still undeveloped in which the
steam locomotive could not meet the requirements.

It is the writer's opinion that electric traction will
find no rival in at least two fundamental features of
high commercial importance. In light passenger serv-
ice, the higher rates of acceleration, reduced weights
and lower cost of train wages, fuel and repairs afford
opportunities for more frequent train service than
would be economically possible with steam traction,
collaterally accompanied by higher gross and net earn-
ings.

In freight service, the ability to operate heavy trains
on fast schedules has a commercial value which is but
little realized and which it would be difficult to over-
estimate. The higher rolling friction and wear of track
and equipment form but a small part of the cost of
high speed in freight service, which is principally due
to the fact that the steam locomotive can rarely gen-
erate sufficient horsepower to utilize its tractive rating
at speeds higher than 10 m.p.h. or 15 m.p.h., and only
attains higher speeds at a sacrifice of train tonnage.
This sacrifice is disproportionate to the gain in speed
and may greatly increase the number of trains required
to move the same tonnage, and as about one-half of
the cost of operation varies directly with train mile-
age, it is evident that the cost per ton-mile will be much
greater. In one case in the writer's experience, 4.6
trains were required to move the same tonnage at 35
m.p.h. as compared with one train at 18 m.p.h., thus
more than doubling the ton-mile cost. This is not an
unusual condition and it is safe to say that the train
load of a. great majority of all freight trains in the
United States is less than that fixed by the resistance
of the maximum grades.

The additional cost of high speed in express service
and time-freight service is supposed to be compensated
in the freight rates, but there must always be some rate
of speed in each particular case above which a rate suf-
ficiently high to compensate for the reduced train load-
ing cannot be obtained, and below which a loss in traf-
fic rates may be suffered. With electric traction but
a very small part of this penalty for high speed need
be naid. as the armature speed of the electric motor is
almost independent of its weight and tractive effort,
+hus affording an opportunity to maintain full traction
ratings at higher speeds than permitted by the limited
horsepower capacity of the steam locomotives in com-
mon use. This is a fundamental distinction in favor
of electric traction, as it is apparently possible to earn
the higher rates now paid for fast service without
added train mileage, with the result that the net earn-
ings per train-mile will be much increased. In general,
the commercial value of speed is less than that of its

tractive equivalent, provided that it is sufficiently high
to meet the requirements of the time schedules estab-
lished for each particular class of service, and any avail-
able horsepower capacity in excess of such requirements
may usually be converted with greatest profit into equiv-
alent tonnage rather than into speed.

The fullest utilization of the inherent advantages of
electric traction will not be obtained until the motor
capacity can be more flexibly extended over a wider va-
riable range of speed and tractive effort, in which re-
spect the present motors of the series types are quite
deficient. Their characteristics are such that the motor
horsepower and speed rise and fall almost together,
with the unhappy result that the available horsepower
becomes less as the need for it grows greater.

In the operation of engine districts of relatively low
resistance, with local sections of high resistance, which
is the most common condition, the motors will be too
heavy and too slow on the level sections ; or, alterna-
tively, too light to meet the tractive requirements on
the sections with heavy grades. Under these conditions
the electric motor is at a disadvantage when compared
with the steam locomotive, which can always develop its
full "adhesion rating" at lower speeds and constant
horsepower without regard to the time or distance over
which the maximum effort is exerted. This disability
has already been overcome in some measure by special
types of induction and series motors, which afford two
or even more "steps" in speed at equal horsepower, and
there is every reason to believe that a fuller develop-
ment along the same lines will extend the range of
practical application and afford a more nearly contin-
uous gradation between the extremes of speed and
tractive effort. The difficulty could also be met with
the aid of some practicable form of mechanical gear
changer, but the present prospects for such a develop-
ment do not appear to be very encouraging.

The time factor is such an important element in the
tractive rating of electric motors, that measurements of
motor capacity in terms of continuous and hourly horse-
power become almost valueless for practical use, and
some method of service rating which recognizes the
relation between horsepower capacity and the coefficient
of adhesion of the weight on drivers would be most
desirable.

In ordinary switching service, an electric locomotive
can effectively utilize its full tractive weight on drivers
with but one-fourth of the rated horsepower capacity
in motors required to utilize the same tractive weight
in service extending over much time and distance, as
in the operation of long inclines. A rating of the
kind suggested would simply express some time rela-
tion between the maximum and average values of the
root-mean-square current as determined by the physi-
cal characteristics of the particular division or engine
district to be operated, and would doubtless take the
form of a coefficient to be applied to the continuous
horsepower rating of the motor capacity. Means for
•correcting the lower power factor of systems using in-
duction and single-phase motors, in order to reduce line
losses and the first cost of apparatus, would be par-
ticularly desirable, and the possibility of accomplishing
this result by locally supplying magnetizing current
from the locomotive auxiliaries has been under con-
sideration for some time past. A further extension of
the same principle would apparently also afford local
voltage regulation at the motors, which would be even
more desirable and valuable than simple power factor
correction.

Reference has already been made to the opportunities
afforded by electric traction for reducing axle loads,
which is necessary both in the interests of safety and

28

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 1

economy. Under the old rule of the Baldwin Locomo-
tive Works, and the more refined rule submitted by
Gustav Lindenthal before the New York Railroad Club
on May 21, 1915, which takes the modulus of the rail
section into account, the safe axle load for rails of
100-lb. section does not exceed 45,000 lb., as compared
with the higher loads previously noted. A further and
more comprehensive investigation of safe loads for the
different rail sections in common use should afford
valuable results. Better methods will doubtless be de-
vised for cushioning impacts arising from the heavy
motor weights, which is an important feature as the
destructive effect of uncushioned impacts on motors,
gears, wheels and rails is very large.

That these aspects of electric traction have not been
more generally recognized is not surprising, as they
occur more particularly in heavy freight service which
as yet is but little developed in the field of electric
operation.

Opportunities for Electrification

BY A. H. ARMSTRONG

Chairman Electrification Committee General Electric Company

The striking economies resulting from the electrifica-
tion of the Butte, Anaconda & Pacific Railway, which
constituted the first practical demonstration that elec-
tric operation of steam railroads could be made to pay
direct profits on the investment involved, have had a
far-reaching effect. Prior installations had been under-
taken only because of considerations which, like those
of the smoke nuisance or improved suburban service,
were entirely aside from the question of profit, and in
consequence electrification was very generally regarded
more as a costly luxury than as a means for decreasing
operating expense. But now it is being recognized by
the various railroads of the country that there are a
great many instances wherein the investment involved
by electrification will prove to be thoroughly advan-
tageous upon financial grounds alone and will produce
an attractive return in the direct form of operating
economies. This makes it certain that a material in-
crease in electrified mileage is going to take place in
the immediate future.

Some of the increase will undoubtedly come from the
electrification of large railroad terminals. The popular
demand for smokeless operation is very much in evi-
dence at present, and where the proper conditions ex-
ist, such as the opportunity to take advantage of
multiple-level stations and increased capacity of indi-
vidual tracks, the work is going to be carried out. It is
probable, however, that in urban districts from which
the steam locomotive is banished there will be con-
siderable trackage on which the traffic is too light to
warrant the economical installation of an electrical con-
tact system, and for work under such circumstances the
use of electric units that are capable of self-propulsion
when necessary, seems likely. Obviously, the cost of
the equipment of sidings such as house tracks that are
used but once or twice a week constitutes a heavy and
quite unnecessary burden upon electrification, which
is, primarily, a means for delivering large amounts of
energy to moving trains.

Because of this, in fact, mountain-grade electrifica-
tion appears to be a more important field of opportunity
at the present time than terminal electrification. In-
deed, steam railroad operators are turning at last to
electric operation for the very good reason that their
growing demands for tonnage and speed have gone
beyond the maximum physical capacity of the steam
locomotive, and it may be safely said that there is hardly
a heavy trunk-line mountain grade in the country where

electrification is not being seriously considered. This
does not mean that electrification of every grade will
be undertaken at once, because there are numerous
factors, notably the difficulty of raising funds, that
have always to be considered before actual construc-
tion can commence. Nevertheless, there are to-day a
number of very active grade electrification projects in
view, and there seems to be good reason to expect that
several will be actually authorized within the coming
year.

The reason for classing mountain-grade installations
as the most profitable field, and the one in which the
greatest activity is imminent is, in general, because of
the relatively high speed at which the electric locomo-
tive can exert its full tractive effort and the economies
that are consequent thereto. The limitations of the
steam locomotive involve a material loss in hauling
power when the speed is increased above 8 m.p.h. or
10 m.p.h., and there is, in addition, an indirect loss that
is especially important on heavy grades because the
great weight of the machine cannot be utilized for
adhesion at higher speeds, thus acting as dead weight
which must be deducted from the revenue train-load
behind the tender. For example, the recently developed
"triplex" type of steam locomotive is capable of even
greater tractive efforts than the latest designs of elec-
tric engines, and it is obvious that speeds of say
15 m.p.h. could be obtained with it on ruling gradi-
ents by reducing the tonnage of the trains that it
was called upon to handle. However, when this is done
the tractive effort becomes only some 10 per cent of
the adhesive weight and the result is a most inefficient
hauling machine.

To make electricity a commercial competitor of steam
it is necessary only for two favorable conditions to
apply — (1) sufficient tonnage, and (2) available power
facilities. For the latter it may be said that a straight-
away feeding distance of 200 miles is reasonable for
synchronous machinery and up to that limit hydro-
electric or other foreign power may be purchased;
otherwise power stations must be built for the individ-
ual use of the railway, and this is always a serious
handicap.

Regarding tonnage, a very approximate minimum
limit may be set on roads with heavy grades, amount-
ing to 15,000 tons daily in one direction. With traffic
of this order it will generally pay to electrify, and
where there is more than this on single-track roads the
proposition should become very attractive. For double-
track roads the minimum should not be appreciably
different because, whether a line is double or single
track, no more copper need be installed, and the power
facilities and number of locomotives required are de-
pendent upon the schedules irrespective of whether they
are maintained on one track or two. Clearly enough,
this minimum makes electrification a practical possi-
bility on every Eastern trunk line that crosses the Alle-
ghenies and on practically every road crossing the Con-
tinental Divide in the Western States.

Included in the latter are the Transcontinental sys-
tems, and in the case of these roads there are considera-
tions due to location and character of traffic that make
electric operation particularly advantageous. In the
first place, steam fuel is generally high in price and
poor in quality, and at the same time the mountain
rivers provide an adequate supply of hydroelectric
power at well situated points. The consequent
saving, which is the largest single item in the list,
should normally run to fully half of the entire
cost of steam locomotive fuel. Repairs constitute an-
other very important item, these frequently exceeding
20 cents per mile for a steam engine having only about

January 1, 1916]

ELECTRIC RAILWAY JOURNAL

29

60 per cent of the tonnage-moving capacity of the elec-
tric machine and making 35.000 miles per annum under
the most favorable conditions. Electric locomotives of
a size similar to those now in service on the Chicago,
Milwaukee & St. Paul Railroad, and having 450,000 lb.
on drivers, should cost about 10 cents per locomotive-
mile to maintain, making an annual mileage of at least
60,000. The average increase in train speed to be ex-
pected under electric operation brings with it reduc-
tions in other operating expenses that are obvious, and
this constitutes a third item of importance.

These considerations apply with special emphasis, of
course, directly to those divisions where heavy grades
are encountered, but as a measure of the mileage thus
involved may be cited the fact that the mountain coun-
try extends for 800 miles on the Chicago, Milwaukee &
St. Paul Railway, or nearly twice the length of the
very extensive electrification now nearing completion.

Logically, electrification should be made con-
tinuous, and all of the sections with heavy grades
could profitably be coupled together even though this
might involve the electrification of an intervening low-
grade engine division, thus eliminating the disad-
vantage of maintaining a steam engine division that is
placed between two electric engine divisions, and here
it may be said that, on the Chicago, Milwaukee & St.
Paul Railway, it is the intention to combine two steam
divisions into one electric engine run totaling 220
miles in length.

The extent of the savings from this source can hardly
be estimated at the present time, but that they should
be important cannot be doubted. Even in the light of
present experience there is no longer any question but
that in mountain-grade electrification the whole di-
vision that includes the grade should be equipped and
the steam locomotives eliminated completely. Com-
bined steam and electric operation does not pay, except
under extraordinary circumstances, and such installa-
tions are made entirely from motives of expediency
rather than because of the direct return upon the
investment.

Regarding opportunities for profitable electrification
other than mountain-grade installations there should
be mentioned the possibilities inherent in low-grade
freight lines and in large switching yards. Both of
these general fields look exceedingly promising, but the
expression of any opinion as to the extent of the avail-
able economies or the probability of their exploitation
in the near future would be speculative, because
of the existing lack of definite data upon which to base
conclusions. Electric yard service would have every
thing in its favor from an operating standpoint and
should show excellent returns, provided that fixed
charges are not made prohibitive by having to equip
tracks that are used comparatively seldom.

With regard to low-grade freight lines there are
equally great benefits to be secured without encounter-
ing the disadvantage of infrequently-used tracks, and
there ought to be something done in the near future
both on Eastern trunk lines and on the level divisions
of transcontinental lines after they have had their
mountain divisions equipped. However, the physical
need for electric operation is not so great on level
routes, even though the traffic may be heavy and the
load factor high. Notwithstanding the fact that the
returns might be quite as attractive as those from a
mountain-grade project there is not the same physical
incentive to make the change so long as the less eco-
nomical steam locomotive is able to meet the require-
ments of the traffic, and this the steam locomotive seems
capable of doing in a satisfactory manner for a number
of years to come.

Considerations in Railway Power Distribution

BY F. H. SHEPARD

Manager Heavy Traction Division Westinghouse Electric &
Manufacturing Company

The well-defined tendency toward constantly increas-
ing train loads in steam-railroad practice, coupled with
the demand for higher speed wherever electrification
of freight traffic is considered, makes the problem of
delivery of energy to the electric locomotive a con-
tinually recurring one. Literally enormous demands
for power are being made on existing installations of
heavy electric traction, and yet there can be no doubt
that these will be exceeded in the immediate future.
On the electric zone of the Norfolk & Western Rail-
way, for example, drafts of 12,000 kw. for a single train
are of common occurrence, and in the passenger service
on the Philadelphia main-line electrification of the
Pennsylvania Railroad, as many as four heavy motor-
car trains in one section may synchronize their power
demands during acceleration, calling for a total input
of about 16,000 kw.

Although the distribution and collection of such
amounts of power are well within the capabilities of
equipment designed according to present standards, the
margin for a possible future increase in the train load
or in the train speed is by no means unlimited, and of
late it has become increasingly evident that provision
should be considered for further demands if the utmost
advantage is to be taken of the benefits of electric oper-
ation. The most obvious step in this direction would
be an increase in line voltage above the present gen-
erally accepted maximum of 11,000, and in fact, there
has already been some definite expression of belief by
engineers that such a change should be made.

Undoubtedly there is much to be gained by an in-
crease in contact line voltage even under existing con-
ditions. It is true that the difficulty of insulation in-
creases about as the square of the voltage, and with
insulators fouled by exhausts of steam locomotives — a
condition which occurs on many electrified track sec-
tions— this difficulty is of no mean importance. On
the other hand, such troubles are generally more im-
pressive in prospect than in practice, as exemplified by
the success of the great increase in contact line volt-
age that was made when 11,000 volts was introduced
ten years ago. As a matter of fact, there is no par-
ticular reason, aside from the deterrent effect of pres-
ent custom, why a trial of 16,000 volts should not be
made, and if this turns out satisfactorily, it should be
followed by another increase to 20,000 volts on the con-
tact line. European practice has already sanctioned
15,000 volts, and now that the need for a higher ten-
sion is beginning to appear in this country, it is safe
to say that its introduction is going to be a matter of
the future.

For railroad transmission lines, however, a similar
increase in voltage is not called for. With the excep-
tion of the St. Paul installation, electrifications have
thus far covered distances that were too short, in view
of the power requirements, to warrant transmission at
anywhere near the maximum in use for industrial lines.
On the Norfolk & Western and the Philadelphia elec-
tric zones, a transmission voltage of 44,000 was found
to be ample, and no decrease in copper could have
been effected by a higher tension without sacrificing
mechanical strength, smaller wires than those used be-
ing too subject to breakage. Of course, for longer dis-
tances a higher voltage would obviously have been nec-
essary, because with traffic of the importance of that
which is involved in both cases, it would have been un-
wise as well as unnecessary to take liberties with volt-

30

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 1

age regulation, as evidenced by the relatively short
intervals of about 10 miles between transformer sta-
tions.

Incidentally, it might be well to call attention here to
the origin of the rather unfortunate custom of calling
these buildings "substations." The latter term con-
veys at once the impression of skilled attendants and
rotating machinery costing some $35 per kilowatt, be-
cause of the familiar application of the term in city
and interurban railway work. Yet the transformer sta-
tions on the electrifications in question are as foreign
to such a definition as the pole-transformers on 2300-
volt lighting lines which serve a number of adjacent
residences with low-voltage current. The power ap-
paratus involved might, if desired, be installed out of
doors, and the cost of the equipment, amounting to
some $5 per kilowatt, makes it serve directly as a
means for reducing the feeder cost. The term "trans-
former station" is infinitely more applicable to such an
installation, because, unlike the "substation" which
acts as an auxiliary to the power station for the pro-
duction of direct current, it is not indispensable to
power operations, but serves instead the dual purpose
of voltage regulation and prevention of inductive dis-
turbance. The spacing is not dependent upon power
losses.

This is not the case with the direct-current substa-
tion, where the first cost of the machinery makes a
maximum spacing greatly to be desired, and this rea-
son, together with the problem of current collection at
the pantograph, provides a definite incentive in railway
work to increase direct-current voltages. The step that
was made some years ago from 600 volts — so long
standard for interurban railways — to 1200 volts, was a
marked success. Nevertheless, the imposition of more
than about 1500 volts on a single armature involves ma-
terial difficulties, notably that of commutation.

The practical limit in voltage for motor armatures
is analogous in some respects to that which was found
in generator design when the first attempts were made
to increase alternator voltages. This early difficulty
was overcome by the ingenious conception of the sta-
tionary armature with a rotating field, and that per-
mitted the extension of generator voltage to the de-
sired point. Yet the original voltage limits for a ro-
tating armature have remained unchanged to this day.

Forward steps in direct-current railway voltage,
therefore, have been made by combinations of 1200-
volt armatures, and the advance reached a record
height last summer with the successful operation of
the 5000-volt Grass-Lake line of the Michigan United
Traction. This installation has been working regu-
larly since that time, and it has shown very gratifying
results. But, of course, it is still no more than an ex-
periment, and its commercial success is subject to a
great many factors which are as yet wholly unknown.

In this connection it may be said that the problem of
earth current voltages is one of major if not of vital
importance irrespective of inductive interferences, and
although harmonious co-operation between railroad en-
gineers and the engineers of telephone and telegraph
companies has been a conspicuous feature of recent elec-
trifications, definite knowledge regarding all phases of
action of extreme high-tension direct-current circuits
can come only through practical experience.

Certainly, if direct-current voltages are increased
greatly and substations are moved far apart, there is a
probability of very great differences in earth potential
wherever heavy drafts of current are taken from the
line. How these will appear, and what their effect will
be can only be determined by the slow process of ex-
periment. In the same way the matter of surges is

bound to be important with great increases in voltage.
Also, voltage fluctuations in railway circuits, as well
as the shorts that are bound frequently to come in, are
wholly different from any conditions that are found in
ordinary transmission problems, and it cannot be said
in advance just what is going to develop. In fact, di-
rect-current installations of extreme high voltage like
that at Grass Lake are in just the same place as were
the single-phase installations ten years ago. Their
problems are before them, and these will have to be
worked out by experience before they can reach the
condition of a definite and precise art in which single-
phase operation is to-day.

Rhode Island Arbitration Award

Increases Granted to Second-Year, Third-Year and
Older Blue-Uniformed Employees, but None for
Shop, Power-House and Other Employees

INCREASES of wages for blue-uniformed em-
ployees in the second, third and subsequent years of
their service were granted in a decision handed down on
Dec. 23 by the arbitration board sitting in the case of
the Rhode Island Company, Providence, R. I. No in-
creases, however, were authorized for employees of less
than a year's standing in the car service, for the board
regarded these men as apprentices. Beginning on Jan.
1, 1916, the hourly wage of blue-uniformed men in their
second year's service becomes 26.5 cents, as compared
to 26 cents before the arbitration took effect. The
wage of third-year men becomes 28.5 cents, as com-
pared to the former rate of 27 cents, and the wage of
men in their fourth and subsequent years becomes 30
cents, as compared to 28.5 cents. Blue-uniformed men
in their first six months continue to receive 23 cents
per hour, and in their second half-year, 24.5 cents per
hour.

No change is made in the wages of shop, power-house
and other employees. Under the award, however, extra
platform men are guaranteed a wage of six hours per
day, the work to be performed within fourteen hours.
Allowances are made of 25 per cent extra for the first
hour or fraction thereof over fourteen hours and of 35
per cent extra for the second hour or fraction thereof
and after, over fourteen hours. All soliciting of runs
from other employees is abolished by the finding.

By agreement between the company and the union,
the award is retroactive to June 1, 1915, and terminates
June 1, 1917. In awarding back pay on the former
basis, however, the board sets the compensation of
third-year men at 27.5 cents per hour and of fourth-
year and later men at 29.5 cents per hour, these two
intermediate rates terminating on Jan. 1 in favor of the
rates first quoted.

Comparison With Other Railways

In rendering its decision the board stated that a liv-
ing wage must be considered in connection with the
particular employment concerned and that the test of a
fair and reasonable wage was a comparison with the
wages received by blue-uniformed employees of other
street-car companies. It felt that the wages of car-
penters, masons, blacksmiths and painters and the like
are not helpful in arriving at the proper wage to be
paid motormen and conductors and should not be used
in determining such wages. The board held, too, that
the financial condition of the company should be taken
into account in fixing wages, and it was considered
evident that the railway is in poor financial condition.
The board's outline of the company's history showed
that there is a net of $2,000,000 in stock on which no

January 1, 1916]

ELECTRIC RAILWAY JOURNAL

31

dividends are being earned and $3,500,000 in notes on
which no interest is being paid. In 1915 there was no
net income available for dividends but instead a deficit
of $115,428, in part attributable to jitney competition
in Providence and Pawtucket. The board, however,
cited the Boston Elevated Railway and Bay State Street
Railway arbitration findings as evidencing that finan-
cial condition should not be a bar to providing a fair
and reasonable wage for the services performed.

The board felt that a fair and reasonable wage for a
motorman and conductor working for the Rhode Island
Company could best be determined by a comparison
with neighboring companies of like character. The
union contended that the wages of blue-uniformed men
should be increased to a minimum of 30 cents per
hour and to a maximum of 35 cents. The evidence con-
tained an exhibit of comparative wages in thirty-two
neighboring companies, twelve of which paid a higher
rate than the Rhode Island Company. The lowest maxi-
mum wage paid by any of these roads was 30 cents per
hour, while the maximum of the Rhode Island Com-
pany was 28.5 cents. Most of these roads did not
reach their maximum until the sixth year, while the
Rhode Island Company reached its maximum at the
fourth year. The board decided that a fair and reason-
able wage should not fall short of the lowest maximum
of the twelve companies in Massachusetts paying a
higher rate than the Rhode Island Company. It real-
ized that the stockholders and the public both have
certain rights and that the city of Providence has a
keen interest in the situation, but none of these con-
siderations ought to militate against the motormen and
conductors being paid a fair and reasonable compen-
sation.

Miscellaneous Employees

While a comparison of the shop, power-house and
other employees with outside trades ordinarily would
be more helpful than in the case of the blue-uniformed
men, from the evidence before it, the board found that
it could not intelligently make such a comparison.
There are 105 classifications in the company shops and
miscellaneous departments. Of the thirty-seven classi-
fications recognized by the Bay State Street Railway,
twenty-two bear the same name as those of the Rhode
Island Company. Thirty-one of the fifty-eight Boston
Elevated Railway classifications are the same as at
Providence, and on the Middlesex & Boston Street Rail-
way five classifications are the same. While the board
was of the opinion that the wages for these miscel-
laneous employees should not be reduced, it did not find
from the evidence that they are not receiving a fair
and reasonable wage and therefore made no change in
their compensation.

The company at present pays no guaranteed wage. As
a result, a practice has arisen which prevails in few if
any other companies, viz., of soliciting work from the
regular men. This practice is not favored by the com-
pany because it allows favoritism among the men. A
popular man may thus obtain much more work than
one who is less popular, although his senior in service.
From the union point of view also it is undesirable be-
cause a spare man often boards a car and argues with
the regular man to induce him to lay off a few hours
so that the spare man may get a job. The board was
of the opinion, therefore, that the need of a minimum
wage had been clearly shown.

Future Needs op Company

In conclusion the board pointed out that the com-
pany's condition is critical. If it is to emerge success-
fully from its present position, it will require the

active and earnest co-operation of the men and the
active and earnest support of the public. The men, the
board said, can be of great assistance in co-operating
with the company at this difficult point in its career,
and the public also can do its share. From 1912 to
1915 the receipts from transportation did not show
the gain that was to be expected from the growth of
the territory served and the extensions made. While
the normal increase in transportation receipts should
be about 6 per cent yearly, in 1913 the gain was less
than 5.5 per cent, and in 1914 1.5 per cent, while in
1915 there was a loss. The board stated that the
transfer system is to-day showing a continual increase
in the percentage of transfer over revenue passengers
and a consequent decrease in the number of revenue
passengers, but as to whether the transfer privilege is
being misused, it of course could not say.

After the publication of the award, the trustees of
the company issued a statement commending the faith-
ful and intelligent work of the arbitrators but ex-
pressing regret that they did not find it possible to give
greater weight to the financial condition of the com-
pany. The trustees said that the company would do its
best to carry the additional burdens placed upon it, in
the bearing of which it hoped to have the co-operation
of the city of Providence. The officers of the union
issued a statement to the effect that the award gives
to some of the blue-uniformed employees about $128,867
for the two years of its duration. About 800 men, or
one-third of the union employees, are in the miscel-
laneous class, according to this statement and are not
advanced in pay by the award.

Trade Directory of Central America
and the West Indies

A complete revision and detailed classification of the
names of importers and merchants in Central America
and the West Indies, made by the American consular
officers in co-operation with the bureau of foreign and
domestic commerce, has been published as a section of
a new edition of the World Trade Directory. The lists
have been brought up to date and are presented in uni-
form style, with a finding index.

A new feature is the listing, so far as the informa-
tion could be obtained, of (1) the American and other
foreign agents of Central American and West Indian
importing firms, and (2) of the names of the parent
firms of branch houses located in various Central Amer-
ican and West Indian cities.

The directory does not aim to include the names of
the exporters, nor are the names of manufacturers
given, except those who are, or seem likely to become,
purchasers of American materials or merchandise. The
publication is a directory of Central American and
West Indian buyers for use by exporters and manu-
facturers in the United States.

The directory is in octavo form, bound in buckram,
• and is sold at 60 cents per copy, to cover partially the
cost of printing. Those who desire copies of the di-
rectory should communicate with Superintendent of
Documents, Government Printing Office, Washing-
ton, D. C.

The Springfield ( Mo. ) Traction Company recently as-
sisted in the moving of a cottage. The company sup-
plied a work car which pulled the house along the tracks
for three blocks. An employee of the company rode on
the roof of the house cutting wires when necessary and
repairing them immediately after the obstruction had
passed the cut section.

32

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 1

New Electric Railway Track Built in 1915

Reports Received From Different Railway Companies Show a New Electric Mileage of 1044.22
Constructed During the Past Year — Falling Off in New Track Built,
but Marked Increase in New Electrified Mileage

THE single-track mileage of new track built or
electrified and placed in operation during 1915 by
city systems, interurban lines and electrified steam lines
is tabulated in the accompanying lists. The statistics
are compiled from reports received from the railway
companies themselves and the record is complete, ex-
cept in the case of a few of the small lines whose replies
were not received in time for inclusion in the list.

The following summary, compiled from the past an-
nual statistics of the Electric Railway Journal,
shows the single-track mileage of new track built,
steam line electrified, and total new electric mileage
placed in operation since 1907 in the United States
and Canada:

New Electric
Railway
Track Built
1907

1908 1,174.5

1909 774.7

1910 1,204.8

1911 1,105.0

1912 869.4

1913 974.9

1914 716.5

1915 596.0

Total New

Electrified Electric

Steam Line Mileage

1,880.0

84.0 1,258.5

112.4 887.1

192.4 1,397.2

86.5 1,191.5

80.8 950.2

119.0 1,093.9

229.9 946.4

448.2 1,044.2

The total mileage of new track, 596 miles, shows a
decrease of 17 per cent from that recorded last year.
This decrease, however, is offset by the high record
electrified mileage during 1915 of 448.2 miles, which
makes the total new electric mileage placed in operation
1044.2 miles, or a 9 per cent increase over the similar
figure for last year.

Montana heads the list of States with 162.34 miles
reported, 160.65 miles of which is included by the Chi-
cago, Milwaukee & St. Paul Railway's recently opened
main line electrification between Three Forks and Deer
Lodge, Mont. Pennsylvania ranks second with 119.88
miles of track, 93.60 miles of which was contributed by

the Philadelphia-Paoli electrification of the Pennsyl-
vania Railroad. Michigan is third with 115.25 miles,
which consists mostly of 58.33 miles of the Michigan
Railway's new interurban line between Cooper, Plain-
well, Martin, Shelbyville, Bradley, Wayland, Moline,
Corinth and Fisher, and 40.65 miles of electrification of
the Michigan Central Railroad's former steam line be-
tween Battle Creek and Allegan, making a total of 98.98
miles for this company. The second greatest new mile-
age placed in operation by any interurban railway was
80 miles constructed in Utah by the Ogden, Logan &
Idaho Railway. This mileage included 74 miles between
Brigham City, Honeyville, Deweyville, Collinston, Sum-
mit, Mendon, Wellsville, Hyrum, Logan, Smithfield,
Richmond, Lewiston and Preston, Idaho, and 6 miles be-
tween Idlewild and Huntsville.

The total mileage of electrified steam lines is recorded
at 448.2, as compared with 229.9 last year, or an in-
crease of 95 per cent over 1914. Owing to the unusual
number of companies which electrified track this year,
a special list of these companies is given below. These
railways are also included in the comprehensive table
of companies below this text matter.

Electrified Line Miles
Chicago, Milwaukee & St. Paul Ry. — Between Three Porks

and Deer Lodge, Mont 160.65

Norfolk & Western Ry. — Between Bluefield and Vivian 94.82

Pennsylvania Railroad — Between Philadelphia and Paoli. . . 93.60
Michigan Ry. — Electrification of Michigan Central R. R.

between Battle Creek and Allegan 40.65

New York, New Haven & Hartford R. R. — Yards and sid-
ings 28.00

London & Port Stanley Ry. — Between Westminster, Glan-

worth, Yarmouth, St. Thomas and Port Stanley 24.00

Southern Oregon Trac. Co. — Electrification of Rogue River

Valley Ry. between Jacksonville and Medford 6.50

Total . 448.22

The electric railways of Canada placed in service
54.73 miles of new track as compared with 59.67 miles
in 1915, or a decrease of 8 per cent.

ARIZONA

Miles.

Birmingham Ry., Light & Power Co 1.10

1.10

ALABAMA

Phoenix Railway Co. of Arizona 4.00

Tucson Rapid Transit Co 1.50

5.50

ARKANSAS

Pine Bluff Co .50

.50

CALIFORNIA

Fresno Interurban R. R. — Fresno and suburban 4.50

Pacific Electric Ry. — Riverside-Corona extension 11.04

Peninsular Ry .23

Riverside, Rialto & Pacific R. R .41

San Francisco Municipal Ry 4.16

San Jose Railroads .1.0

Visalia Electric R. R 2.20

22.64

COLORADO

Denver Tramway -14

.14

CONNECTICUT

New York, New Haven & Hartford R. R 28.00

Connecticut Co 2-88

30.88

DELAWARE

Wilmington & Philadelphia Traction Co .25

.25

DISTRICT OF COLUMBIA

Washington Railway & Electric Co 2.18

2.18

FLORIDA

Miles.

Central of Florida Ry 1.00

Jacksonville Traction Co 1.83

Miami Traction Co 3.50

Pensacola Elec. Co .24

Tampa Electric Co .47

7.04

GEORGIA

Savannah Electric Co .12

Georgia Ry. & Power Co 1.00

1.12

ILLINOIS

Centralia Traction Co. — Between Centralia and Wamac. -02

Chicago & Interurban Traction Co. — Harvey -91

Chicago Surface Lines 18.00

City Ry. — Mt. Vernon 1-00

Evanston Rys 15

Metropolitan-West Side Elevated Ry L|0

Peoria Ry °»

Public Utilities Co. — Evansville ■'•I"

Rockford City Traction Co 100

Sterling, Dixon & Eastern Elec. Ry. — From Dixon to new

State Colony Grounds 2.00

Tri-City Ry

28.98

INDIANA

Gary, Hobart & Eastern Traction Co .50

Indianapolis Trac. & Term. Co 1.60

2.10

IOWA

Charles City-Western Ry. — Between Niles and Colwell 8.60

Iowa City Electric Ry *-22

Sioux City Service Co

Waterloo, Cedar Falls & Northern Ry ^ou

11.50

January 1, 1916]

ELECTRIC

RAILWAY JOURNAL

33

KANSAS

Arkansas Valley Interurban Ry. — Between Burrton and
Hutchinson

Hutchinson Int. Ry

Kansas City, Kaw Valley & Western Ry. — Between Bon-
ner Springs, Linwood and Lawrence

Salina Street Ry

Topeka Ry

KENTUCKY

Louisville Ry

Miles

24.00
.80

24.00
1.00
.50

OKLAHOMA

50.30

3.02

LOUISIANA

Orleans- Kenner Elec. Ry. — Between Southport, Shrews-
bury and Harrahan City

MAINE

Bangor Ry. & Elec. Co

MASSACHUSETTS

Bay State Street Ry. — Tewksbury

Boston Elevated Ry

Springfield Street Ry. — Between Springfield and Westfield

11.50
11.50

.05'
.05

.IS
.37
.57

1.09

MICHIGAN

Detroit United Ry. — Between Almont and Imlay City, S. 1 2

miles; Detroit, 4.05 miles; Flint. 3.31 miles 15.48

Grand Rapids Ry -39

Michigan Ry. — New electric line between Cooper, Plain-
well, Martin, Shelbyville, Bradley, Wayland, Moline,
Corinth and Fisher, 58.33 miles; electrification of Mich-
igan Central R. R. between Battle Creek and Allegan,

40,65 miles 98-98

Michigan United Traction Co .40

115.25

MINNESOTA

Duluth Street Ry 1.90

Electric Short Line Ry. — Between Moline, Lyndale, Wat-

ertown and Winsted 22.00

Minneapolis, St. Paul, Rochester & Dubuque Elec. Trac-
tion Co. — Main line cut-off into city of Minneapolis.. 17.86

Wisconsin Ry., Light & Power Co. — Lacrosse, Wis 2.00

43.76

MISSISSIPPI

Hattiesburg Traction Co -34

.34

MISSOURI

Metropolitan Street Ry. — Kansas City 9.92

Mexico Investment & Construction Co. — Between Mohno

and Santa Fe 7.00

16.92

MONTANA

Anaconda Copper Mining Co 1.39

Chicago, Milwaukee & St. Paul Ry. — Between Three Forks
and Deer Lodge: 110 miles of main track; 50.65 miles

of side tracks and yards 160.65

Missoula Street Ry -30

162.34

NEBRASKA

Lincoln Traction Co 2.00

2.00

NEW JERSEY

Bucks County Interurban Ry -27

Public Service Ry.— Parkhurst St., Clinton Ave. to Broad
St., Newark, .23 miles; Carteret extension, private
right-of-way near Walnut St. to Carteret Ave and

Woodbridge Ave., Roosevelt Borough, 1.47 miles 1.70

1.97

NEW YORK

Black River Traction Co. — Watertown .95

Brooklyn Rapid Transit System— 3.88 miles of elevated

third tracking; 9.47 miles of elevated extensions 13.35

Central New York Southern R. R .86

Hudson Valley Ry. — Saratoga Springs, .12 miles; Glens

Falls, 1.36 miles !•*§

Interborough Rapid Transit Co.— Queensboro Subway 2.58

International Ry L00

Ithaca Traction Corp -63

Manhattan & Queens Traction Co .50

New York State Railways . .... .56

Schenectady Ry. — Nott St. and Grand Blvd. extension 1.52

United Traction Co. of Albany 1-42

24.85

NORTH CAROLINA

Atlanta & Carolina R. R 11-00

Durham Traction Co

Goldsboro Elec. Ry I-00

14.10

OHIO

Cleveland, Alliance & Mahoning Valley R. R.— Between

Newton Falls and Leavittsburg 6.00

Cleveland Ry V"'iiv

Hocking-Sunday Creek Traction Co.— Between Chauncey

and Athens ■ ••• S?„

Northern Ohio Traction & Light Co.— City extensions 3.50

Portsmouth Street R. R. & Light Co.— Portsmouth

Springfield Ry WV o'™

Toledo, Bowling Green & Southern Traction Co. — Findlay 2.00

37.70

Bartlesville Interurban Ry

dishing Traction Co. — Between Cushing and Drumright.

OREGON

Pacific Power & Light Co

Southern Oregon Traction Co. — Electrification of Rogue

River Valley Ry. between Jacksonville and Medford
Willamette Valiey Southern Ry. — Between Oregon City

and Mount Angel

RHODE ISLAND

Newport & Providence Ry. — Extension with steel bridge
to grounds of U. S. N. Training Station, Newport....
Rhode Island Co

SOUTH CAROLINA
Columbia Ry., Gas & Elec. Co

TEXAS

Corpus Christi Ry. & Light Co. — City extension

Northern Texas Traction Co. — 1.23 miles of city track;
1.68 miles of second track added along Dallas-Fort
Worth interurban line

San Antonio Trac. Co

UTAH

Ogden, Logan & Idaho Ry. — 74 miles between Brigham
City, Honeyville, Deweyville, Collinston, Summit, Men-
don, Wellsville, Hyrum, Logan, Smithfield, Richmond,
T ewiston and Preston, Idaho; 6 miles between Idle-
wild and Huntsville

Salt Lake & Utah R. R. — Between Springville and Spanish
Fork

VIRGINIA

Newport News & Hampton Ry., Gas and Elec. Co

Lynchburg Traction & Light Co

Roanoke Ry. & Elec. Co

Miles
2.00
17.00

19.00

1.00
6.50
32.00

39.50

PENNSYLVANIA

Hershey Transit Co. — Between Hershey and Elizabeth-
town 10.00

Lehigh Traction Co. — Relocation of track approaching Fin-
land .50

Mahoning & Shenango Ry. & Light Co. — New Castle, 3147

ft.; Leavittsburg, 600 ft .79

Lewisburg, Milton & Watsontown Passenger Ry .19

Pennsylvania R. R. — Electrification of Philadelphia-Paoli

Division 93.60

Philadelphia Rapid Transit Co .30

Scranton & Binghamton R. R. — Extension to Brooklyn.... 10.00
South Fork-Portage Ry. — Between Wilmore, Summer Hill

and Portage 4. 00

Warren Street Ry .50

119.88

.18
.80

.98
1.00

1.00

2.00

2.91
.59

5.50

80.00
10.60

90.60

1.20
.67
.50

2.37

WASHINGTON

Lewiston & Clarkson Transit Co. — Between Lewiston,

Idaho & Clarkson, Wash 2.15

Puget Sound Traction, Light & Power Co. (Seattle Divi-
sion) 28

Yakima Valley Transportation Co 1.00

3.43

WEST VIRGINIA
Monongahela Valley Traction Co. — Branch at Rivesville to

coal mines 1.50

Morgantown & Wheeling Ry. — Between Cassville and

Price 8.00

Norfolk & Western Ry. — Electrification of Bluefield-Vivian

section 94.82

104.32

WISCONSIN

Milwaukee Elec. Ry. & Light Co. and Milwaukee Light,
Heat & Traction Co. — Milwaukee, 1.03 miles; Racine,

.83 miles 1.86

Sheboygan Ry. & Elec. Co 1.00

Chicago, Harvard & Geneva Lake Ry .42

3 28

WYOMING

Sheridan Ry -59

.59

CANADA

Brandon Municipal Ry 1.27

Brantford Municipal Ry 1.25

Cape Breton Elec. Co .01

Chatham, Wallaceburg & Lake Erie Ry .09

London & Port Stanley Ry. — Electrification between West-
minster, Glanworth, Yarmouth, St. Thomas and Port

Stanley 24.00

Montreal & Southern Counties Ry. — Between St. Cesaire

and Granby, Quebec 15.00

Montreal Tramws' s 6. SO

Peterborough Radial Ry -04

Port Arthur Civic Ry .12

Sandwich, Windsor & Amherstburg Ry .50

Th-pe Rh-er-; Trac. Co 3. HO

Toronto Civic Ry -75

Winnipeg Elec. Ry 2.10

54.13

Grand Total, United States and Canada 1044.22

34

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 1

Electric Rolling Stock Ordered in 1915

A Tabulation Showing the Number, Type, Over-All Length and Character of Construction
of All Cars Built During the Year — Compiled from Official Returns
Made by the Railway Companies

THE tables below show in detail the number of cars
of all kinds, as well as electric locomotives, which
were either purchased by electric railways or built in
the company's shops during the past year. The list
does not include freight trail cars for other than city
or interurban lines, nor those used for interchange serv-
ice. The total number of rolling stock equipments of
all kinds ordered is 2782, a decrease of approximately
8 per cent from the number listed for the previous year.
The tables, in accordance with the usual procedure,
have been made up from the orders noted from week to
week in the rolling stock columns of the Electric
Railway Journal and from a canvass made at the
close of the year of all the electric railways of the
United States and Canada. These figures were checked
against reports received from practically all of the car
builders. This year about 90 per cent of all the elec-
tric roads in the country and practically all of the
larger ones furnished data on blanks provided by the
Journal for that purpose. The size of the percentage
of replies for any canvass which has to be conducted
by letter and has to end on a definite date will be real-
ized by all who have ever had to conduct similar in-
quiries, and for the co-operation of all the companies
who thus furnished assistance the editors of this paper
are deeply grateful.

The greatest number of cars ordered by any electric
railway during 1915 was for 803 cars by the Inter-
borough Rapid Transit Company, including 323 subway
passenger cars, 478 subway car bodies and two dump
cars. These combined orders rank second in number to
only one other yearly total of orders ever placed by an
electric railway, i.e., that of the Philadelphia Rapid
Transit Company in 1912 for 1000 cars. For 1915 the
Pittsburgh Railways rank second with a total of 215
cars ordered, including 200 city and fifteen interurban
cars. The Detroit (Mich.) United Railway stands
third with 156 cars ordered, including 150 city and two
interurban passenger cars and four miscellaneous cars.

The number of electric locomotives ordered was only
forty-three, as against seventy-eight in the preceding
year. The total number of cars of all kinds built in

Railwai] Company Xo. General
Type

Alberta & Great Water-
ways Iiys 2 Gasoline

Albuquerque Trac. Co . . 7 Ps. Clsd.
Anaconda Copper Min-
ing Co 1 Ps. Clsd.

. 5 Ps. Clsd.

Androscoggin Elec. Co. . 2 Ps. Clsd.

1 Express

Anniston Elec. & Gas

Co 2 Ps. Clsd.

Arkansas Vallev Int.

Ry 1 Ps. Clsd.

1 Express

2 Express

Ashtabula Rapid Tran-
sit Co 1 Ps. Clsd.

Atlanta & Carolina R.R. 1 Gasoline

1 Ps. Clsd.

Austin Street Ry 3 Ps. Clsd.

Bartlesville Int. Ry. ... 1 Ps. Conv.

Beaumont Trac. Co .... 7 Ps. Clsd.

Binghamton Ry 7 Ps. Clsd.

13 Ps. Clsd.

Boston & Worcester St.

Ry 5 Ps. Open

5 Ps. Clsd.

Motor Length City All-steel

or Over or Semi-steel One-
Trailer All I nl. or Wood Manl

Motor 55-0 Int. All-steel No

Motor City Semi-steel Yes

Motor 51-4 City No

Trail 45-10 City

Motor 46-8 Int. Semi-steel No

Motor 36-3 Int. Semi-steel

Motor City Steel

Motor .... Int

Motor 48-0 Int. Semi-steel

Trail 42-0 Int. Semi-steel

Motor 38-4 City Wood No

Motor Wood

Trail Wood

Motor 30-1 City All-steel No

Motor 30-0 City Semi-steel Yes

Motor 28-35 City All-steel

Motor 42-0 Int. All-steel No

Motor 37-0 City All-steel

Motor 45-0 Int. Semi-steel No

Motor 48-2 Int. Semi-steel No

company's shops was 165 as against 228 in 1914. The
chief work of this kind was done by the Twin City
Rapid Transit Company, which built fifty-three cars and
by the Public Service Railway which built fifty pas-
senger cars.

The number of cars ordered by Canadian electric
railways in 1915 was fifty-two compared with ninety-
seven in the preceding year, or a decrease of 46 per
cent. American car builders reported having received
orders for seventeen cars from foreign electric railways,
including fifteen for South America, one for Cuba and
one for the Corregidor Islands. This foreign equip-
ment included two closed passenger cars, eleven open
passenger cars, three electric locomotives and one
freight gondola car.

The number of one-man passenger cars ordered dur-
ing the year was recorded at 77. As this figure includes
only newly built cars, it is by no means an adequate
measure of the increased popularity of the one-man car,
owing to the fact that many cars already in service
were reconstructed in 1915 into the one-man type.

Articulated cars are not included in the table, as they
involve only slight remodeling of old cars with the addi-
tion of a new center section. The Boston Elevated
Railway ordered forty-eight center-sections for this
purpose ; the Brooklyn Rapid Transit System, one center-
section.

Purchases of six automobile trucks and four automo-
bile buses, not included in the rolling stock statistics,
were reported by the railways.

The following summary shows the records in con-
densed form for the past nine years, and gives the
number of cars, classified in accordance to the service
in which they are used, from 1907 to 1915:

Interurban

Freight and

Year

City Cars

Cars

Misc. Cars

Total

1907

3,483

1,327

1,406

6,216

1908

2,208
2,537

727

176

3,111

1909

1,245

1,175

4,957

1910

3,571

990

820

5,381

1911

2,884

626

505

4,015

1912

4,531

783

687

6,001

1913

3,820

547

1,147

5,514

1914

2,147

384

479

3,010

1915

2,072

336

374

2,782

M otor Length
Railway Company No. General or Over
Type Trailer All

Boston Elev. Ry 25 Ps. Clsd. Trail 48-2 i

1 Flat 40-0

3 Sn. Plow 42-0

2 Sweeper .... 41-10

3 Side-dump .... 41— J
Brantford Munic. Ry. . . 3 Ps. Clsd. Motor

1 Sweeper Motor 28-3

Bridgeton & Millville

Trac. Co 1 Pass. Motor 43-2

Bristol & Plainville

Tramway 3 Ps. Conv. Motor 36-0

Brooklyn Rapid Transit

Co 16 Sweeper Motor 29-8

Brownsville St. & Int.

Ry 2 Ps. Clsd. Motor 23 -0

Buffalo & Lake Erie

Trac. Co 10 Ps. Clsd. Motor 45-1!

Buffalo, Lockport &

Rochester Ry 1 Express Motor 50-0

Butler & Grove City Ry. 2 Internal
Comb.

Loco. ....

Butte, Anaconda & Pa-
cific Ry 1 Ft. Loco. Motor 80-Ton

Carolina, Clinchfield &

Ohio Ry 1 Concrete

Mixing Gasoline

Car Motor

City All-steel
or Semi-steel One-
Int. or Wood Man?
City Semi-steel No
City

El. All-steel
City Semi-steel
City Semi-steel
City All-steel

City

City Semi-steel

Int. Semi-steel No

City Semi-steel No

City Semi-steel ....

City Steel Yes

City Semi-steel No

Int. All-steel No

January 1, 1916]

ELECTRIC RAILWAY JOURNAL

35

Motor

Railway Company No. General or

Type Trailer
Carolina Pwr. & Lt. Co. . 3 Ps. Clsd. Motor
Carolina & Yadkin Riv-
er Ry 1 El. Loco. Motor

Centerville, Albia &

Southern Ry 1 El. Loco. Motor

Central of Florida Ry... 1 Ps. Clsd. Motor

1 Pass. Trail

1 Ps. Stor. Motor"

Batt.

Centralia Traction Co. . . 2 Pass. Motor
Charleston Consol. Ry.

& Ltg. Co 6 Ps. Clsd. Motor

Charleston Int. R .R 2 Ps. Clsd. Motor

2 Express Motor

2 Ps. Clsd. Motor

Charles Citv-Western

Ry 2 Ps. Clsd. Motor

1 Pass, and Motor
Bagg.

1 Gasoline

1 El. Loco

3 Flat

1 Sn. Plow

1 Sweeper ....

1 Gasoline ....

Work

Chattahoochee Valley

Ry 1 Ps. Clsd. Motor

Stor. Batt.

Chattanooga Traction

Co 2 Pass. Trail

Chicago & Joliet Elec.

Ry 1 Line ....

Chicago & Milwaukee

Elec. R. R 15 Ps. Clsd. Motor

Chicago & West Towns

Ry 1 Ps. Clsd. Motor

Chicago, Harvard & Ge-
neva Lake Ry 2 Sn. Plow Motor

Chicago, Milwaukee &

St. Paul R. R 9 El. Loco. Motor

2 El Loco. Motor

Chicago, Waukegan &

Fox Lake Trac. Co ... 1 Ps. & Bagg

Gasoline
Motor

Cleburne Street Ry 6 Ps. Clsd

Cleveland & Eastern

Trac. Co 1 Ps. & Bagg. Motor

1 Pass.

Cleveland & Erie Ry 2 Ps. Clsd. Motor

Cleveland Ry 130 Ps. Clsd. Motor

2 Sweeper Motor

3 Work Motor
6 Work Trail

Cleveland, Painesville &

Eastern R. R 1 Ps. Clsd. Motor

Cleveland, Southwes- f Hopper

tern & Columbus Ry. . 4 [ Bottom ....

4 Bagg. and ....

Express

Columbia Ry., Gas &

Elec. Co 4 Ps. Clsd. Motor

Columbus Ry., Pwr. &

Light Co 1 Street

Flusher

Connecticut Co 46 Ps. Conv. Motor

4(i Ps. Conv. Motor

1 Express Motor

Corpus Christi Ry. & Lt.

Co 8 Ps. Clsd. Motor

Cumberland Count v

Pwr. &Lt. Co ". 1 Pass. Motor

Cushing Traction Co ... 2 Ps. Clsd. M&tor
Dayton, Springfield <fe

Xenia Southern Ry . . . 1 Flat ....

Dayton Street Ry 1 Snow Motor

Sweeper

Des Moines City Ry. . . . 1 El. Loco. Motor

1 Sweeper Motor
40 Ps. Clsd. Motor

Detroit United Ry 2 Ps. Clsd. Motor

50 Ps. Clsd. Motor

100 Ps. Clsd. Trail

2 Line Motor
1 Construe. Motor
1 El. Loco

Durham Traction Co . . . 3 Ps. Clsd. Motor

3 Ps. Clsd. Motor

East Liverpool Trac. &

Lt. Co 15 Ps. Clsd. Motor

Eastern Pennsylvania 1 Dump

Rys 1 Ps. Conv. Motor

Easton Transit Co 3 Ps. Conv. Motor

Empire United Rys 1 Parlor Trail

1 Sweeper ....

Ephrata & Lebanon

Trac. Co 5 Dump ....

Florida-East Coast Ry. . 1 Ps.Gas-Elec.

Motor

Ft. Dodge, Des Moines

& Southern Ry 3 Ps. Clsd. Motor

2 Ps. Clsd. Motor
2 Ft. Loco. Motor

Goldsboro Elec. Ry 2 Ps. Clsd. Motor

Grand Rapids, Holland

& Chicago Ry 1 Express Motor

Hagerstown & Frederick

Ry 2 Ps. & Smo. Motor

1 Ps. Conv. Motor

2 Ft, Loco. Motor

Halifax Electric Ry <i Ps. Clsd. Motor

Hammond, Whiting &

East Chicago Ry . . . . 4 Pass. Motor
Hawkinsville & Florida

Southern R. R 2 Gas-Eleo. Motor

Hershey Transit Co ... . 2 Ps Conv. Motor

Length City All-steel
Over or Semi-steel
All Int. or Wood
City Steel

One-
Man?

41-0 . . Semi-steel
32-0 Int. Semi-steel

28-0

30-1 City Both

41-0 City All-stee

City

45-0 Int

47-3 Int. All-steel

No

No

Yes

No

48-0 Int.

55-0 Int. All-stee

35-ton Int. All-steel

36-0 . . Wood

36-0

28-0 City Semi-steel

32-9 Int. Semi-steel

35-0 Int. Semi-steel

Semi-steel

55-11 Int. Semi-steel

45-0 City Semi-steel

Int. Steel

260-Ton

70-Ton . . All-steel

55-0 Int. All-steel

City

54-6 Int. Steel

No

No
No

51-0 Int. All-steel
51-1 City Semi-steel
28-3 City Semi-steel
City

City

50-0 Int. Semi-steel No

52-0 Int.

45-0 City

40- 0 City Semi-steel

44-6 City Semi-steel

44-6 City All-steel

41- 0 Both Semi-steel

No

No
No

City

Yes

46-4 Both St'l Un. Fr.
45-0 Int. All-steel

33-0

28-3 City St'lUn.Fr.

60-Ton Int.
28-3 City

City

58-3 \ Int.
46-10 Citv
46-8} City
38-10 Int.
48-0 Int.
32-7| Int.
26-0 City
31-0 Citv

Steel

Semi-steel

Semi-steel

Semi-steel

All-steel

All-steel

Semi-steel

Semi-steel

Semi-steel

Semi-steel

Semi-steel

No
No

No
No
No
No

Yes
Yes

45-

-0

City

All-steel

No

Steel

46-

-0

Both Semi-steel

No

48-

-0

Int.

All-steel

No

52-

-6

Int.

Wood

No

28-

-3

City

Wood

70-

-0

Int.

All-steel

50-

-0

Int.

Steel

No

32-

-0

City

Semi-steel

Yes

60-Ton

Steel

30-

-0

City

Wood

Yes

52-

-0

Int.

All-steel

No

48-

-1

Int.

Semi-steel

No

31-

-6i

City

Semi-steel

Yes

All-steel

29-

-s'

City

City

Semi-steel

No

Int.

41-

-8

Int.

Semi-steel

No

Railway Company No.

Hocking-Sunday Creek
Traction, Co g

Huntington R. R 1

Huntsville Ry., Lt., &
Pwr. Co 4

Hutchinson Int. Ry . . . . 1
2

Illinois Traction System. 50

Indiana Rys. & Lt. Co . . 1
2

Indianapolis Trac. &

Term. Co 2

Inter-Urban Ry 1

Interborough Rapid
Transit Co. (also 974
trucks and 962 motors
lor composite cars
transferred from sub-
way to elevated) 12

478

234
77

General
Type

Ps. Clsd.
Sn. Plow

Motor Length City

or Over or
Trailer All Int.

All-Heel

Semi-steel O ne-
ar Wood Ma n ">

\ I i 1 1 ■ 1 1
Motor

Ps. Clsd. Moto
Gasoline ....

Ps. Clsd

Hopper ....
Bottom
Sweeper
Ps. Clsd.

Motor
Motor

:;u _•

28-3
25-0

Int.
Int.

Semi-steel No
Semi-steel

City Steel

Yes

City Semi-steel

City Steel Yes

Sweeper
El. Loco.

Motor 28-3 City Semi-steel
Motor 60-Ton

Iowa Citv Elec. Rv.
Iowa Ry. & Lt. Co .

Ithaca Trac. Corp

Jackson Lt. & Traction

Co

Jamestown, Westfield &

Northwestern Ry . .
Jefferson City Bridge &

Transit Co

Kansas City, Clay

County & St. Joseph

Ry

Kansas City, Kaw Val-
ley & Western Rv ...

Ps. Clsd.
Ps. Car-
bodies
Ps. Clsd.
Ps. Clsd.
Dump
Ps. Clsd.
El. Loco.
Ps. Clsd.
Sprinkler

Ps. Clsd.

El. Loco.

Ps. Clsd.

Motor 51-
Motor 51-

Sub. All-steel No
Sub. All-steel No

Motor 51-J Sub. All-steel No

Trail 51-J Sub. All-steel No

28-11 Sub. All-steel

Motor 28-0 City Semi-steel Yes

Motor 50-Ton Int

Motor 32-0 City Semi-steel Yes'

Motor 19-0 City Wood

Motor 25-0 City All-steel Yes

Motor 45-Ton

Motor

Ps. Clsd. Motor
Side-dump ....
Ditcher ....

59-0
40-0

Int.

All-steel
Steel

No

Ps. Clsd.
Express
Gondola

Sn. Plow-
Work

Motor
Motor

Lake Erie & Northern

50-0 Int. All-steel N

Both Semi-steel

Both Semi-steel

Both Semi-steel

Both Semi-steel

Both Semi-steel

Ps. Clsd.

Motor

61-0

Int.

Semi-steel

No

3

El. Loco.

Motor

60-TonInt.

Lake Shore Electric Ry.

3

Ps. < -lsd

Motor

60-0

Int.

Ail-steel

No

Laredo Ry. & Elec. Co . .

3

Ps. Clsd.

Motor

Citv

Lehigh Traction Co

10

Ps. Clsd.

Motor

47-2'

Citv All-steel

No

Lehigh Valley Transit

Co

2

Box

Trail

43-10

Int.

Semi-steel

Lewiston, Augusta &

Waterville Street Ry . .

Box

Motor

40-0

StI. Un.Fr.

2

Box

Trail

36-0

Wood

20

Flat

36-0

Wood

Lincoln Traction Com-

pany

1

Sweeper

Motor

28-3

City

Semi-steel

London & Port Stanlev

Rv ".

5

Ps. Clsd.

Motor

61-0

Int.

All-steel

No

3

Ps. Clsd.

Trail

61-0

Int.

Wood

No

1

Express

Motor

61-0

Wood

3

El. Loco.

Motor

37-0

All-steel

4

Box

34-0

Wood

4

Flat

35-0

Wood

3

Caboose

36-0

London Street Railway.

1

Flat

30-0

City

Semi-steel

Long Island R. R

15

Ps. Clsd.

Trail

64-4

Int.

All-steel

1

Sweeper

Motor

28-3

City Semi-steel

Marshall Traction Co . . .

3

Ps. Clsd.

Motor

33-3

City All-steel

Yes

Maryland Electric Rys. .

1

El. Loco.

Motor

46-Ton

McConnellsburg & Ft.

London Ry

2

Ps. Clsd.

Trail

44-0

Int.

Stl. Cork

Menominee & Marinette

Lined

Lt. & Trac. Co

1

Ps. Clsd.

Motor

36-

-0

City Semi-steel

Yes

1

Ps. Clsd.

Trail

35-

-0

City All-steel

Yes

Metropolitan Street Ry .

50

Ps. Clsd.

Motor

44-

-10

City Semi-steel

No

2

Sweeper

Motor

28:

-3

City Semi-steel

Miami Traction Co

4

Ps. Clsd.

Motor

26-

-IS

City Wood

No

Stor. Batt.

Michigan Rv

Ps. Clsd.

Motor

67-

Int. Steel

No

10

Box

50-

-0

Int. Steel

Minneapolis, St. Paul

Rochester & Dubuque

Elec. Trac. Co 12

Ps. Clsd.

Trail

57-

-4

Int.

Semi-steel

No

2

Gas- Elec.

Motor

Int.

No

Ps.

3

Gas-El.

Motor

Int.

Loco.

45

Box

Trail

36-

-0

Int.

Stl.Un.Fr. .

Mobile & Ohio Rv 1

Ps. Clsd.

Motor

Int.

Wood

Yes

Monongahela Valley

Ps. Conv.

Motor

32-

-0

City

Wood

No

3

Express

Trail

30-

-0

Int.

Wood

Morgantown & Wheel-

ing Ry 1

Box

35-

-6

Int.

Wood

Ps. Clsd.

Motor

40

-0

Int.

Semi-steel

No

Muscatine & Iowa City

Rv 4

1 V ( ias-

Motor

Int.

Elec.

Nassau County Ry 1

Ps. Conv.

Motor

33-

-4

City

Semi-steel

Yes

New York & Long Isl-

and Trac. Co 6

Ps. Clsd.

Motor

42-

-5

Int.

Semi-steel

No

New York Municipal

Rys 100

Ps. Clsd.

Motor

67-

-0

Sub.

All-steel

No

New York Rys 1

Sweeper

Motor

61-

-0

City

Ps. Clsd.

Motor

50-

-0

City

Semi-steel

No

New York, Westchester

& Boston Rv 10

Ps. Clsd.

Motor

72-

-0

Int.

All-stee]

No

5

Ps. i :isd.

Trail

72-

-0

Int.

All-steel

No

36

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 1

M olor

Railway Company No. General or

Type Trailer

Northern Ohio Traction

& Light Co 1 Bagg. Motor

1 Line ....

Northwestern Elev.

R. R 122 Ps. Clsd. Motor

Norton & Taunton St.

Rv 7 Ps. Clsd. Motor

1 Sn. Plow

Norwich & Westerly

Traction Co 1 Flat Motor

Ogden, Logan & Idaho

Ry 12 Ps. Clsd. Motor

6 Ps. Clsd. Trail

2 El. Loco. Motor
Ogdensburg Street Ry . . 4 Ps. Clsd. Motor

Ohio Electric Rv 1 Ps. Clsd. Motor

Ohio River Elec. Ry. &

Pwr. Co 6 Ps. Clsd. Motor

Ohio Valley Traction

Co 4 Ps. Clsd. Motor

2 Express Motor

1 El. Loco. Motor

Oklahoma Ry 8 Ps. Clsd. Motor

Otsego & Herkimer

R. R 1 Express Motor

Parkersburg, Marietta

& Interurban Ry 2 Pass, and Motor

Bagg.

Pennsylvania & Ohio

Ry 1 Sweeper

Petauma & Santa Rosa

Ry 1 Box ....

2 Flat • ....

Philadelphia & Western

Ry 3 Flat

1 Sn. Plow

Phoenixville, Valley
Forge & Strafford

Elec. Ry 2 Ps. Conv. Motor

1 Ps. Open Motor

Pittsburgh Railways. .. 150 Ps. Conv. Motor

50 Ps. Conv. Trail

15 Ps. Clsd. Motor

Port Arthur Civic Ry. . . 1 Sn. Plow Motor
and

Sweeper

Length City
Over or
All Int.

60-0 Int.
40-0 Int.

48-0 City
El.

All-steel
Semi-steel
or Wood

Semi-steel
Semi-steel

Motor Length City All-steel

One-
Man}

Steel

30-1 City

41-0

44-0

61-8 Int. All-steel
61-8 Int. All-steel

50-Ton Int

32-0 City

60-0 Int. Semi-steel

40-0 City Wood

54-71 Int. StI. Fr.
50-0

40-11 City
50-0 Int.
53-0 Int.

All-steel

Wood

All-steel

No
No

No
No

Yes'
No

No

No

No '
No

30-0
36-0

Wood
Wood

Portsmouth St. Ry. &

Lt. Co 1

Princeton Pow er Co ... . 2

Public Service Ry 20

1
29

Rhode Island Co 2

1

Rio Grande Ry 1

Saginaw-Bay City Ry. .. 1
Salina Northern R. R. . . 2

Salina St. Ry 2

Salt Lake & Ogden Ry . . 6

Salt Lake & Utah R. R. . 2
2
1

San Francisco Municipal
Ry 1

Sandwich, Windsor &
Amherstburg Ry 2

Sapulpa & Oil Fields Ry. 2

Scioto Valley Traction

Co 1

Scranton Ry 1

Seranton & Binghamton

R. R 4

Seattle Municipal Street

Ry 1

Shebovgan Railway &

Lt, Co 2

3
1

Sheridan Ry 2

Shore Line Electric Ry.10
1

Sioux Falls Traction

System 2

Slate Belt Electric Street

Ry 1

Somerset Traction Co. . . 1
South Covington & Cin-
cinnati St. Ry 1

Southern Pacific R. R . . . 4
Southern Public Utilities

Co 7

6

South west - Missouri
R. R 3

Southwestern Gas &

Elec. Co 3

3

Springfield (Ohio) Ry... 1
Springfield (Mass.) Street

Railway 1

2

Steubenville & East Liv-
erpool Ry. & Lt. Co. .. 1

Steubenville Ry 3

Terre Haute, Indianapo-
lis & Eastern Trac.
Co 1

Three Rivers Trac. Co . . 6
1

Tidewater Power Co. .. . 3

Ft. Loco.
Pass. &

Bagg.
Ps. Open
Ps. Clsd.
Ps. Clsd.
Work
Work with

Hoist
Crane
El. Loco.
Work
Int.Comb.

Loco.
Ps. Clsd.
Ps. Open

Excur.
Ps. Clsd.
Pass.
Express

Work

Motor
Motor

Motor
Motor
Motor

Motor

35-0 . . Wood
47-0 Int. Wood

31-6? Int. Semi-steel Yes

45-10 Int. Wood No

45-0 City Steel No

45-0 City Steel No

52-8 Int. Steel No

31-0 City Semi-steel

50-Ton

43-0 Int. All-steel No

48-8 City Semi-steel No

51-6 City Semi-steel No

47-0 City Semi-steel No

34-1

41-6

42-6
12-Ton

Motor
Trail

Motor

Trail

Trail

City

Int. All-steel No

60- 0 Int. All-steel No

61- 0 Int. All-steel No
42-0 Int. All-steel

Ps. Clsd. Motor
Ps. Clsd. Motor
Ft. Loco

Ps. Clsd. Motor
Sprinkler Motor

Ps. & Smo. Motor

34-0 City

Motor
Motor
Motor
Motor

Express

Ps. Clsd.
Gondola
Sweeper
Flat

Ps. Clsd.
Dump

Ps. Clsd. Motor

Dump ....

Box

Sweeper Motor

El. Loco. Motor

59-0 Int. All-steel No
32-8 City Wood

48-1 Int. Wood No

40-0 City Semi-steel . . . .

City Steel

28-3 City Semi-steel

34-0 . . Wood

46-5 Int. Semi-steel No

Ps. Clsd.
Ps. Clsd.

Motor
Motor

40-0 Int.

27-8 City
60-Ton . .

26-0 City
40-0 City

Semi-steel
Semi-steel

Steel Yes
Semi-steel ....

Ps. Clsd. Motor 44-0 Int. All-steel

No

Ps. Clsd. Motor

Ps. Clsd. Motor

Sweeper Motor

Ps. Conv. Motor

Dump ....

Service ....
Ps. Clsd.

Motor

42-0 Citv

32-8 Citv

28-3 City

44-4 i City

44-5 . .

36-0 . .

44-2 Int.

Semi-steel No
Semi-steel No
Semi-steel

Semi-steel No
Steel

Semi-steel No

Ps. Clsd.
Ps. Clsd.
Sweeper
Ps. Clsd.

Motor
Motor
Motor
Motor

47-6 Both All-steel No

32-2 City Semi-steel Yes

City Semi-steel ....

31-0 City Semi-steel

Tiffin, Fostoria & Eas-

Toledo, Bowling Green

Tucson Rapid Transit
Co

Tuscaloosa Ry. & Utili-
ties Co

Twin City Rap. Tran.
System J

Union Pacific R. R,
(Kearney, Neb.-Sta-

Union Traction Com-
pany, Coffeyville,
Kan

Union Trac. Co. of In-
diana

United Railroads of San
Francisco

United Trac. Co. of

Vallev City St. & Int.

Ry

Walnut Ridge & Hoxie

Lt,, Pwr. & Transit

Co

Warren & Jamestown

Street Ry

Washington, Baltimore

Company

Wilmington & Philadel-
phia Trac. Co

Woodstock & Sycamore
Trac. Co

Wilkes-Barre & Hazle
ton Ry _

Wisconsin- Minnesota
Light & Pwr. Co

Worcester Consol. St

Ry

Youngstown & Southern

Ry

No.

General

or

Over

or Semi-steel

One-

Type

Trailer

All

Int. or wood

Man ?

2

Ps. Clsd.

Motor

54-9

Int. All-steel

No

I s. Olsa.

TV., il

l ran

47-0

Int. All-steel

IN o

1

Rail

Bonding

1

Express

Motor

51-0

Int. All-steel

No

1

El. Loco.

Motor

60-TonInt. All-steel

No

4

Ps. Clsd.

Motor

34-0

City Semi-steel

No

1

Sweeper

Motor

28-3

City Semi-steel

g

Ps Clsd .

55-0

Int

No

4

Ps. Clsd.

Motor

26-6

City

Yes

1

T?l T A^r,

Art-
Motor

iO

Ps. Clsd.

Motor

City

No

1

Gasoline

Motor

70—0

mi. oteei

Bagg.
Mail &

Express

1

Pass.

Trail

70—0

int. oreei

1

Express

Motor

40-0

Int. Semi-steel

2

Sweeper

1

Ps. Clsd.

Motor

47-0

City Semi-steel

No

15

Ps. Clsd.

Motor

33-4

City Semi-steel

No

3

Sweeper

Motor

28-3

City Semi-steel

1

Ps. & Bagg

;. Motor

52-0

Int. Semi-steel

No

1

Ps. Clsd.

Motor

L

1

Comb. Ps

43-11

lint. Stl. Fr.

No

Bagg. &

Smoker

5

Ps. Clsd.

Motor

Int. All-steel

No

;

. 1

Pass.

oo— U

mt. oteel

No

I

2

Ps. Clsd.

Motor

58-0

Int. All-steel

No

1

Sweeper

Motor

28-3

City Semi-steel

31

Ps. Clsd.

Motor

41-0

City Steel

No

and

Sub'n

' 1

Ps. Clsd.

Motor

Int. Wood

Yes

10

Ps. Clsd.

Motor

52-31

Int. All-steel

No

1

Ps. Clsd.

Motor

34-0

City Semi-steel

1

Dump

44-5

Both All-steel

i

1

Comb. Ps.

54-7J

Int. Stl. Fr.

Bagg. &
Smoker

Accidents from Automobiles

The following statistics were compiled by Frederick
Rex, of the Municipal Reference Library in Chicago,
from the United States Census Bureau records. They
were prepared for use in connection with the prepara-
tion of a municipal ordinance and show the total num-
ber of deaths from automobile accidents in cities of
the United States having a population of 300,000 and
over for the years 1913 and 1907, with percentage of
increase in total for year 1913 over 1907, also the num-
ber of deaths from automobile accidents in Germany
for the year 1912.

Automobile Accident Statistics
Number of
Deaths from
Automobile
Accidents

Population ,

City in 1913 1913

New York City 5,198,888 305

Chicago 2,344,0 5.8 123

Philadelphia, Pa 1,631,956 52

St. Louis, Mo 723,347 45

Boston, Mass 722,465 40

Cleveland, Ohio 622,699 44

Baltimore, Md 574,575 18

Pittsburgh, Pa 557,773 35

Detroit, Mich 520,586 66

Buffalo, N. Y 446,889 29

San Francisco, Cal... 440,995 32

Milwaukee, Wis 408,683 17

Cincinnati, Ohio 398,452 16

Newark, N. J 379,211 20

Los Angeles, Cal 412,466 69

New Orleans, La 355,958 12

Washington, D. C 348,077 16

Minneapolis, Minn. . . . 333,472 9

Total 16,420,510 948

Germany (1912) 64,925,993 442

Per Cent In-
crease in Num-
ber of Deaths
from Automobile

Accidents in

1907

1913 Over 1907

55

454.5

15

720.0

11

372.7

5

800.0

9

344.4

5

780.0

3

500.0

10

250.0

8

725.0

7

314.3

15

113.3

3

466.6

5

220.0

5

300.0

5

1,280.0

1

1,100.0

3

433.3

1

800.0

166

471.0

January 1, 1916]

ELECTRIC RAILWAY JOURNAL

37

Receiverships and Foreclosure Sales

Mileage Placed Under Receivership During 1915 Was the Largest in Five Years — Increase
in Foreclosure Sales During the Same Period Did Not
Show Such a Marked Tendency

HOWEVER well electric railways in general have
been able to weather the storm of financial and
business depression during 1915, it is to be expected
that in such a period some companies, because of the
accumulated burdens of regulation, of unrestricted
jitney competition, of long continued deficits from oper-
ation in poor territory and of various inherent weak-
nesses of organization, should have gone down. Hence
it is not surprising to find that the number of electric
railways, or twenty-seven, whose finances in 1915 became
involved to the point of receivership, was the largest
in the last five years, although the year 1912 was a
close second with twenty-six companies. The mileage
involved in 1915, however, was more than double that
of 1911, the most severe of the four years preceding,
but the capitalization showed a much smaller increase.
The record of receiverships for 1915 compares with the
preceding four years (with certain minor adjustments
therein for information only now available) as fol-
lows :

Number of Miles of

Companies Track

1911 19 518.90

1912 26 373.58

1913 18 342.84

1914.... 10 362.39

1915 27 1,152.10

Outstanding
Stock

$29,533,450
20,410,700
31,006,900
35,562,550
40,298,050

Outstanding
Funded Debt
$38,973,293
11,133,800
47,272,200
19,050,460
39,372,375

The accompanying table shows the details of re-
ceiverships for 1915. An attempt was made at all
times to take the figures from the most up-to-date
sources, with a selection of the highest figures in some
cases where financial authorities absolutely disagreed
and no definite company information was ascertain-
able. It will be noticed from a glance at the table
that eleven of the companies were small ones operat-
ing 10 miles of single track or less, and that the total
for the year owed its size to the inclusion of several
large companies. In regard to such companies, it may
be said that at least two underwent receivership be-
cause of conditions not directly connected with the
depression of the year. The Des Moines City Rail-
way, for example, was placed in receiver's hands as a
result of action by the bondholders to protect their
interests pending a settlement of the franchise ques-
tion. Now that the franchise is granted, it is expected
that the receivership will be soon dissolved and
money raised to rehabilitate the property. According
to an official statement, this should not be difficult to
do in view of the excellent showing which the com-
pany will be able to make as to earnings and equity.
The other case was that of the Kansas City, Clay
County & St. Joseph Railway, the receivership of
which was ordered to protect a judgment for $1,500,-
000 damages to the Interstate Railway for the taking
of right-of-way on which it held options. The com-
pany appealed from this verdict, and it was recently
reported that the receivership would soon be dis-
charged.

As to causes of certain other receiverships, it was
stated that the Atlantic City & Shore Railroad was
forced into such condition by unregulated and unre-
stricted jitney competition, in spite of appeals to the
city for a fair protection, and the Gary & Interurban
Railroad suffered losses on account of jitney competi-

tion and a 3-cent fare. The demise of the Clarks-
ville & Dunbar Cave Railway, said never to have been
profitable, was attributed to "Ford cars." The re-
ceivership of the Southeastern Ohio Railway, Light
& Power Company finally resulted from the loss of
revenue caused by the destruction of the bridge in
Zanesville during the 1913 flood and the resultant in-
terruption of through traffic. The proceedings in the
case of the Empire United Railways, Inc., were friend-
ly ones for the purpose of reorganizing the financial
management of the company, adjusting the interest

Electric Railway Receiverships in 1915

Outstand-

Outstand- ing Funded

Mileage ing Stock Dept

Aberdeen Railway 7 $90,400 $20,000

Albuquerque Traction Company 5.5 250,000 116,000

Ardmore Electric Railway 4.7 200,000*

Atlantic City & Shore Railroad. 4S.17f 1,000,000 950,000

Atlantic Shore Railway 95.16 1,000,000 2,535,250

Buffalo & Lake Erie Traction

Company 16S 7,154,100 10,518,500

Clarksville & Dunbar Cave Rail-
way ; 5.5 50,000 25,000

Cleburne Street Railway 8 65,000 12,500

Cleveland, Youngstown & East-
ern Railway^ 23.5 152,500 52,000

Choctaw Railway & Lighting

Company 23.26 2,000,000 1,144,000

Des Moines City Railway 85 1,305,000 2,720,000

Empire United Railways, Inc. . . 246.22 11,600,000 9,832,400

Fairmount Park Transportation

Company 10 1,750,000 750,000

Garv & Interurban Railroad 85 4,720,850 2,480,225

Kansas City, Clay County & St.

Joseph Railway 83.6 4,000,000 3,135,000

Lima-Honeove Light & Railroad

Company 4.6 5,000

Mt. Vernon Railway 9 10,000 40,000

North Branch Transit Company. 30 500,000 532,500

Norton & Taunton Street Rail-
way 21.2 297,000 296,000

Otsego & Herkimer Railroad. .. . 65.66 500,000 1,164,000

Southeastern Ohio Railway, Light

& Power Company 16.34 600,000 600,000

Southern Iowa Railway & Light

Company 10 120,000 340,000

Southern Traction & Power Com-
pany 7 200,000 200,000

Syracuse & South Bay Electric

'Railroad 26.56 1,000,000 561,000

Syracuse, Watertown & St.

'Lawrence River Railroad 6.35 40,000 200,000

Taunton & Pawtucket Street

Railwaytt 18-6 100,000 200,000

Youngstown & Southern Rail-
way 38.18 1,5S8,200 94S.0OO

Total 1,152.10 $40,298,050 $39,372,375

♦Authorized amount ; outstanding amount not ascertainable,
tlncludes 2.6 miles leased and 40.47 miles operated under track-
age agreements.

tReceivership covered only the Chagrin Falls & Eastern Railway
division from Chagrin Falls to Garrettsville.

tfThis company is not itself in receivership, but receivers have
been appointed for all property covered by the old $200,000 mort-
gage of the predecessor Bristol County Street Railway, now held
to be a valid lien assumed by the successor corporation. This mort-
gage is said to cover all the mileage of the present company.

charges and providing money for future capital ex-
penditures. The receivership of the Syracuse &
South Bay Electric Railroad and the Syracuse, Water-
town & St. Lawrence River Railroad, two financially
distinct organizations operated under the same man-
agement, contemplated the consolidation of the prop-
erties and the issuance of new securities. The Fair-
mount Park & Transportation Company proceeding,
also amicable, involved a reorganization and scaling
down of capital.

Although the foreclosure sales of electric railways,
1915, numbered nineteen with a single-track mileage
of 308.31 miles and thus ran far ahead of 1914 with
eleven companies and 181.26 miles, the record was

38

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 1

only a little worse than 1913, with seventeen compa-
nies and 302.28 miles, and decidedly better than 1911,
with twenty-five companies and 660.72 miles. The fol-
lowing table shows the complete comparative figures
for the last five years :

pany was bought at foreclosure by the city of Alex-
andria at an agreed-upon price and is now the Alex-
andria Municipal Railway.

Number of Miles of

Companies Track

1911 25 860.72

1912 18 267.18

1913 17 302.28

1914 11 181.26

1915 19 308.31

Outstanding
Stock

$91,354,800
14,197,300
15,243,700
26,239,700
30,508,817

Outstanding
Funded Debt
$115,092,750
10,685,250
19,094,500
44,094,241
16,759,997

The detailed foreclosure sales during 1914 are pub-
lished in the accompanying table. As in previous
years, it has been found that some electric railways
for which receivers had been appointed or against
which foreclosure suits had been brought, were able
to carry out reorganization plans without offering the
property at public sale. All the various forms of re-
organization, readjustment and change in ownership
without formal foreclosure sales have been passed
over. Regarding some of the companies included,
however, certain points should be mentioned. The
Pittsburgh, McKeesport & Westmoreland Railway was
sold in February, 1913, but the purchaser did not
make the required payments and consequently the

Electric Railway Foreclosure Sales in 1915

Outstand-
Outs_tand- ing Funded

i

Aberdeen Railway

Albuquerque Traction Company.

Birmingham, Ensley & Bessemer
Railroad

Clarksville & Dunbar Cave Rail-
way

Cleburne Street Railway

Cleveland, Youngstown '& East-
ern Railway*

Fairmount Park Transportation
Company

Fort Wayne & Springfield Rail-
way

Idaho Railway, Light & Power
Company

Lincoln Railway & Light Com-
pany

Mansfield Railway, Light &
Power Company

Minneapolis & Northern Railway

Oklahoma Union Traction Com-
panyf

Pittsburgh, McKeesport & West-
moreland Railway

Southern Traction & Power Com-
pany

Tri-State Railway & Electric
Company

Warren, Brookfield & Spencer
Street Railway

Washington Tnterurban Railway

Washington-Oregon Corporation

Mileage
7

5.5

ing Stock
$90,400
250,000

Debt
$20,000
116,000

32.8

4,153,000

2,850,000

5.5
8

50,000
65,000

25,000
12,500

23.5

152,500

52,000

10

1,750,000

750,000

22.85

668,467

298,997

64

16,092,600

7,743,000

5.5

150,000

55,000

21.06
18

1,000,000
500,000

942,000

5

1 00,000

60,000

9

42S.150

477.000

7

200,000

200,000

15

2,575,800

868,000

20.1
8.5
20

150,000
500,000
1,632,900

145,000
232,000
2,313,500

'Total 308.31 $30,50S,S17 $16,759,997

*Sale covered only division from Chagrin Falls to Garrettsville
(see Table of Receiverships), which was scrapped. The remaining
division from Chagrin Falls to Cleveland is now operated as the
Cleveland & Chagrin Falls Railway.

tOnly the 5-mile citv section of this company was sold under
foreclosure to the Tulsa Traction Company. The 15-mile inter-
urban line under construction still continues under the Oklahoma
Union Traction Company.

company was again sold by the same receiver in June,
1915. The Warren, Brookfield & Spencer Street Rail-
way, after four previous attempts, was finally sold in
April, and the Fort Wayne & Springfield Railway,
after being offered six times and sold twice (deposit
forfeited in each case), was finally sold to the trus-
tee in December. The sale of the Tri-State Railway
& Electric Company properties covered about 15 miles
of owned and controlled lines, the larger lines former-
ly leased by the company having been surrendered
for separate operation. The properties of the Idaho
Railway, Light & Power Company were sold under
foreclosure with the exception of the 21-mile Boise
Railroad,, which was turned back to the former own-
ers. The line of the Southern Traction & Power Com-

Mr. Prouty on Government
Ownership

Considers It Doubtful Whether Regulation Will Give
Latitude of Operation and Rate of Return
Sufficient to Attract Private Funds

CHARLES A. PROUTY, director of the Interstate
Commerce Commission division of valuation, in
speaking on Dec. 28 before the Pan-American Scientific
Congress, said that time alone would tell whether,
under the present strict supervision of railroads by the
government, enough private capital could be found for
the transportation needs of the future. He stated
that when the great private investments that now sup-
ply sinews for the American transport system were
made government regulation did not exist, and he
asked whether under regulation these investments of
private capital ever would have been made. He con-
fessed that he could not answer his own question.
Continuing, Mr. Prouty said:

"In the future large sums, perhaps as large as or
larger than the present investment, must be had for
the further development of public utilities. Can that
money be obtained? Will private investors have suf-
ficient confidence in the future of their investment to
make it? Will the commission give the owners of
a utility sufficient latitude in its operation, and will it
allow a sufficient return so that the needed private
funds can be had? This is the doubtful point, and the
doubt can only be solved by actual experience.

"This much is certain, the rate of return must be
very much in excess of the rate at which the govern-
ment itself could borrow money for providing the same
utility, and the question may finally be, 'Can the people
afford to regulate their utilities, or is it better that the
government furnish the service at first hand?'

"Experience shows that the only way in which the
public can be protected and exact justice done to
the utility is by prescribing in advance the condi-
tions of the service, and the charge at which it shall
be rendered. It finally has been determined after much
discussion and litigation that this method of regulation
may be employed. The legislature may prescribe the
rule and the rate by direct enactment, or it may create
a commission and invest it with that authority, but
as a matter of fact most states and the federal gov-
ernment have used the commission form of regulation."

Copper Shortage in Germany-
Germany's present shortage in copper may be reme-
died by government confiscation of copper used for dis-
tribution purposes on electric railway in the German
empire, thus providing copper enough to last five years,
according to an interview with A. S. Wertheim, a Ham-
burg merchant, appearing in a recent issue of the Nor-
wegian trade journal Farmand. Mr. Wertheim is quoted
as saying: "As far as copper is concerned, it is true
that there is no abundance in Germany, and that is the
reason why the German government, foreseeing a long
duration of the war, is voluntarily buying household
copper. If, however, there should really ensue a scarcity
of copper the government need only turn to the street
car systems in the provincial towns, which, with some
little inconvenience to the public, would alone yield more
copper than Germany could consume for army purposes
and industries in five years."

January 1, 1916]

ELECTRIC RAILWAY JOURNAL

39

The Prospect of the Jitney

The Writer Urges Railway Managers to Find the Reasons which Have Kept the Jitney On
the Streets, in Spite of Its Manifest Drawbacks and Lack of Profits — After
These Are Found Future Action Can Better Be Determined

By H. S. COOPER

Secretary Southwestern Electrical & Gas Association

NOW that the fever-flush of the jitney has passed
and the street railway fraternity has the oppor-
tunity to draw a long breath, sit down and compare
results, it might be as well to employ that interval in
a calmer survey of the past and the present and a more
careful consideration of its probable effects in the
future. To say, as some do, that there will be no lasting
results of any great importance is to ignore all prin-
ciples of cause and effect. No such radical irruption of
a new transportation factor into — and against — long
established and approved transportation methods can
occur and then vanish like a fog and leave no tangible
results. And this is particularly true when that factor
contains inherent merits which, no matter how much
they may have been perverted in the past, are of a char-
acter that seem advantageous to the public at large.

The primary thought in all this matter must be the
full realization of the fact that the public, the people as
a whole, are the judge, jury and counsel of the court of
last resort. That which the public as a whole desires it
will obtain, and it will do so without any regard for
the commercial or financial equities. If the conditions
of urban and suburban transportation become such as
will abolish every mile of street car track in the coun-
try, those miles will be quickly abolished without regard
to the consequences to employees or security holders.
In this respect the public is merciless. That which
serves it best at the present moment is that which it
will demand, and its demand is always a command.

This is a fixed condition, a stone wall of fact, and he
who spends his time in butting it gets only a sore head
for his efforts. The wise one will test the stability of
that wall and, having satisfied himself as to that, will
spend his efforts in surmounting it or going around it
— if either is possible.

The jitney, while sudden in its effects, should not
have been an entirely unlooked-for phenomenon. Many
years previously the bicycle had given a lesson as to the
possible effect of individual rapid self-transit, the motor-
cycle had begun demonstrating its long-distance possi-
bilities, and, just previous to the jitney irruption, the
private motor car had shown its appreciable diminishing
effect on gross earnings. It needed only the additional
stimuli of cheap motor cars and general unemployment
to complete the necessary factors for the phenomenal
rise of the jitney — to make it, like Minerva, full grown
and armed at birth.

Public utilities are a trustful tribe, and they fully
showed this trait in the jitney emergency. They trusted
in precedent; in the supposed inertia of the public; in
the inability of the jitney owner to sustain his fixed-
charges losses ; in municipal ordinances, State legisla-
tion, commission rulings or judicial decision; in getting
the public to take the viewpoint of the street railways ;
in the idea that the jitney was entirely a fair weather
plant, which rains, frosts and snow would kill ; that it
was a novelty of which the public would soon tire ; that
good times and re-employment would relegate it to limbo
— anything at all but that it might remain or become
a permanent competitor to be seriously reckoned with.
One especial point that should have opened the eyes

of the street railways was the peculiar fact that to none
of the three parties most vitally concerned was it a
financial betterment, or, to put the case more correctly
and strongly, it was a financial detriment to the jitney
owner, the public and the street railway. Reliable data
prove that most of the jitney owners made only scant
wages, the while they were steadily eating up their
principal. The public spent a great deal more for its
total of local transportation than it ever did before and
received therefor no financial benefit. And, as for the
railway, its losses have been cried to the house tops !

Such an unparalleled condition called for instant and
careful analysis. If there were no financial reason for
the jitney there must be another one or ones, there must
be some underlying cause, some one or more of the
constituents of personal transportation — safety, com-
fort, convenience or pleasure — that made the public not
only take to the jitney but made an important portion
of it stick to it.

And here, again, the street railways showed their
unwise hopefulness — "the wish was father to the
thought." They said: "It is the novelty of the thing;
the fact of being able to ride in an automobile ; of riding
in the open ; of the comparative high speed and de-
crease of time of journey length. As soon as the nov-
elty wears off, as soon as the bad weather comes, as
soon as proper regulation of the jitney is attained, then
will the public flock back to the 'old reliable' and the
jitney will be a thing of the past!"

Inadequate and imperfect reasoning! Because it
takes into account only the present imperfect manifes-
tation of the jitney and leaves out of the reckoning all
its possibilities. With a vehicle costly to buy, maintain
and operate; a vehicle designed and built for an entirely
different purpose and use and sold at an extortionate
profit, using as a propelling power a substance high in
cost and limited in both natural and artificial supply,
operated by owners unskilled in transportation opera-
tion and accounting, and having no commercial precedent
or experience in the business, the jitney has not only
made deadly inroads on the street railway earnings, but
it has established for itself a place in the local transpor-
tation scheme that only needs a very little favorable
change in its operative conditions to make it a strong,
a lasting, and, perhaps, a deadly competitor of the street
railway.

Let us look at some of these "favorable changes."
• 1. Lessened first-cost of vehicle.

2. Simplified construction.

3. Perfect adaptability to use.

4. Cheaper propelling power.

As to item No. 1, it is well known that the costs of
manufacture and distribution of the automobile bear no
reasonable commercial relation to the purchase price.
These manufacturing and distributing costs are too well
known, directly — or may be inferred indirectly from
announced profits — to say that the present price of the
vehicles cannot be decreased from 40 per cent to 65 per
cent. The ability to maintain the present prices de-
pends on patents, on designs and on constructive and
selling organization. But patents expire or are legally

40

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 1

annulled, and constructive designs can be closely fol-
lowed or copied, as can constructive, sales and delivery
organization.

Items Nos. 2 and 3 are closely allied. The present
automobiles were designed and built to be operated at
fairly high speeds for long periods. While their mechan-
ism allows them to be stopped, to reverse their direction
and to run at lower speeds, it is of such character that
any large use of it for these purposes (vitally necessary
in jitney work) decreases its efficiency and increases its
operating and maintenance cost in cumulative ratio.
Also, the passenger carrying or weight carrying capacity
of the automobiles has hitherto been gaged or limited
by the average character of the roads it traverses and
by the comfort and pleasure of its passengers.

Is it beyond possibility that the genius that evolved
the automobile to its perfect adaptability for private use
will not be able to evolve an equally perfect vehicle for
public use on proper roadways — a vehicle of greater
carrying capacity, of more simple construction, adapted
to start, stop and run at lower speeds with efficiency?

Item No. 4 has been called an impossibility, or a possi-
bility so remote as not worth figuring on. Is it? With
the gigantic strides in every phase of invention and
discovery, is it reasonable to rest supinely on a belief
in the impossibility of a cheap substitute for gasoline
as a motive power for the automobile? With every
public need has come some fulfillment of that need, not
always the perfect one but nearly always a presently
sufficient substitute, and there is now manifesting itself
a need — and a crying need — for a substitute, and a
cheaper substitute, for motor gasoline; a substitute
that shall not depend on purely natural sources for its
supply, a substitute which it shall not be in the power of
any combination or monopoly to control. Who is to say
that alcohol or some similar substance, cheaply manu-
factured from hundreds of waste materials, may not be
modified or adapted to equal or more efficient use as
propulsive power for the automobile? Not only is such
within the bounds of possibility, but, under the present
and increasing demand for such, it would be no great
surprise if next year or next month or the next instant
it were put on the market.

It will therefore be seen that it is no far and distant
cry to an improvement on the jitney that will make it
a much more economical and efficient vehicle, and one
that will be perfectly adapted to its uses.

Outside of the jitney vehicle itself lie other factors
now inimical to its success, and which the hopefulness
of the street railways has regarded as immovable obsta-
cles. These are:

1. Vehicular congestion and its objectionableness.

2. The inability of the jitney to run successfully on
unpaved streets.

3. The inability or unwillingness properly and eco-
nomically to control or regulate the jitney.

The answer to all three of these items is : Whatever
the public desires and demands, that same it will have
and not count the cost. If it makes up its mind to jitney
transportation it will endure much greater vehicular
congestion that at present, and will find some method of
obviating that portion which it will not endure. Like-
wise, if the public desires and demands jitney service
to the suburbs, and lack of proper roadways hinders
the fulfillment of that desire or demand, the public will
itself build the necessary roadways and laugh at the
cost. Similarly, if proper control or regulation of the
jitney is a necessity to give the public the service it
desires and demands, that control and regulation will
come as inevitably as it has come to the street railways
and to other public utilities.

In view of all the above it will be the part of wisdom

for the street railways to place their ears very close to
the ground and endeavor to locate the direction of the
jitney movement. Before any measure of change in
standard street railway practice is made, it is necessary
to predicate in what direction, to what extent and how
forceful and continuous that jitney movement will be.
It will be little good for the street railway to point to
the calamity that will overcome its security holders if
its losses continue. The public will paraphrase the
reputed Vanderbilt saying, and reply, "The security
holders be damned!" It will be little good to spend
long columns of print trying to prove to the public that
its street railway is an economic necessity for the pre-
vention of population congestion, the voting and tax-
paying portion of the population will answer: "We will
take care of that !"

What must be done is unbiasedly to find out the reason
back of the jitney and so to change the street car, or its
service, as to forestall the permanent installation of the
jitney as a dangerous competitor to the street car.
Nothing else will avail at this time, and the longer the
street railway shuts its eyes and sits down and trusts
to its hopes the harder will be its task to save itself.
There are many who benefit by the present imperfect
jitney; there are many more who would benefit by the
perfect jitney, and among them are those who — in num-
bers, financial standing and brains — are not far behind
those in the street railway business; among them are
those who are "ag'in the public service corporations" —
many of them sincerely so; among them are those who
"vote as they feel," and who feel, wisely or unwisely,
that the jitney supplies to them, in some way, a long-felt
want. So that the street railway has, as factors against
it, a large portion of those from Missouri, who must be
shown by physical results if they are to be convinced,
and it also has against it many whose interests lie, and
will lie, parallel with the jitney, especially with the
perfect or more perfect jitney.

If such proper investigation of the subject tends to
show the worst — that the day of the present street rail-
way is coming to an end — is it not better voluntarily to
ascertain that fact and make preparation for it than
blindly to ignore it and have it come as an unprepared-
for catastrophe? If such investigation discloses that
the jitney is a straw bogey, soon destined for the scrap
heap, is it not better to be certain of that fact before
extraordinary expense and needless changes are made
in car equipment, routeing and schedules?

If the investigation proves that the jitney, in mild
form, will be a permanency, will it not be best to have
that fact settled in the minds of the street railway com-
panies and for them to fix it in the minds of the public
by action which recognizes the fact?

Any way that it is looked at, is it not better to change
the attitude of nearly the whole street railway industry
toward the jitney; to abstain from inspired legislation
which cannot be enforced in extenso and which only
leads to reprisals; to pretermit the useless appeals to
the public on matters which it will not understand and
about which it does not care even if it should under-
stand them? Would it not be better to stop fighting the
jitney by methods which affect it not at all, or else make
a hero or a martyr of it, and to bend all present efforts
to find out why it is and what it can be, and all future
efforts to make the street car so efficient a substitute
for it that there will be no further public desire or de-
mand for the jitney except as an occasional and local
adjunct of the street railway service? This is a con-
tingency that will always exist in some localities, and
of which a tactful handling by the street railway will
always enable it to be controlled and will often enable
it to be made a helpful adjunct to the railway.

January 1, 1916]

ELECTRIC RAILWAY JOURNAL

41

COMMUNICATIONS

General Staff Considering Electric
Railways in Preparedness Plans

H. M. Byllesby & Company, Inc.

New York, Dec. 27, 1915.

To the Editors :

Your excellent editorial of Nov. 20 on "Preparedness
in Transportation" is as seed fallen on fertile soil.

The plans of the General Staff of the Army with re-
spect to the rapid mobilization of troops and war ma-
terial have been based upon the availability of standard
steam roads with occasional use of electric transporta-
tion, but it is now certain that a complete survey of all
lines must be made. There cannot possibly be any-
thing approximating negligence in a matter so impor-
tant. Your editorial and certain relevant suggestions
are in the hands of the military authorities and will
surely receive prompt attention.

As to the present degree of co-operation necessary,
I will send you information at the earliest practicable
date. George H. Harries, Vice-President.

The Lighting of Interurban Cars

The Travelers Protective Association op America
San Francisco, Cal., Dec. 21, 1915.

To the Editors:

The fact that the interurban electric railway systems
of the United States have been of great benefit to the
commercial travelers of the country cannot be denied,
and the further fact that the several electric lines are
endeavoring to provide every comfort for their patrons
is patent to every person using this means of transpor-
tation.

The commercial traveler is fully aware of the fact that
the electric railway is rapidly being improved with every
new electrical, device tending toward the comfort of the
traveling public as quickly as such new improvements
are found to be practical.

There is one particular feature of electric railway
transportation which I desire to bring to the attention
of the electric railway companies of the United States
through the medium of the Electric Railway Journal
on behalf of the commercial travelers of the country
and that is the present inadequate lighting facilities in
use. This is particularly true on those lines employing
the third-rail system. Every time the car passes a break
in the third rail the light goes out. All cars which use
the carbon system of lighting have a flickering, unsteady
light.

The proposition of correct lighting of some of the
roads in question has been under discussion by the
commercial travelers, and it is the rule among them to
refrain in a great many cases from patronizing electric
lines at night if possible. The present methods of
lighting employed are not satisfactory inasmuch as a
passenger is unable to read and the strain caused by the
flicker is complained of. In our opinion this could be
avoided at a small cost to the electric lines if they would
install some such sort of storage system as is in use by
the steam lines.

Another annoyance to the passenger is the fact that
in case of any interruption to the current, as now used
for lighting, the car is plunged in darkness, whereas
if a storage system of lighting were adopted the car
would be lighted for a time at least, even though the
supply of current was stopped for any reason.

The above is a suggestion advanced by the Travelers

Protective Association of America to the electric lines,
and we respectfully ask its serious consideration.

D. V. Gelder, National Chairman,
Railroad Commit+ee Trans-Continental
Association District.
[Note. — Several plans, based on the use of storage
batteries, as suggested by Mr. Gelder, have been tried,
but, so far as we know, none has been successful or at
any rate is in extended use at present. This letter, how-
ever, offers a suggestion to inventors. — EDS.]

The Causes of Rail Corrugation

Springfield, Mass., Dec. 27, 1915.

To the Editors:

I have read with much interest the article entitled
"Curved Heads for Girder Rails in Brooklyn," written
by R. C. Cram, together with editorial comment which
appeared in your issue of Dec. 25, 1915, but regret that
neither Mr. Cram nor the Journal has seen fit to refer
to the fact that this subject was fully treated in an
article written by the undersigned and published in
your issue of Sept. 30, 1911, page 528, with editorial
on page 520 of the same issue. A subsequent letter
to the Journal, in reply to the editorial comment, was
published in your issue of Oct. 10, 1911, page 701.

It is, of course, gratifying to learn that the observa-
tions of Brooklyn Rapid Transit Company's engineers
confirm the writer's theory which was based upon his
own experiments, experience and observations in con-
nection with rail corrugation in this country and
abroad. While it is not my desire to seek personal ad-
vertisement, it would only seem fair to me that my
article of Sept. 30, 1911, should have attention called
to it. G. E. Pellissier.

[Note — Neither Mr. Cram in his article nor we in
our editorial made any attempt to go into the history
of the advocacy of rails with curved heads except to
say that there was nothing novel at the present time in
the idea. The most valuable feature of the Brooklyn
test, in our opinion, was its practical demonstration, on
an extended scale, of the advantage of the curved head
in reducing corrugation. Nevertheless, we are glad to
print the communication of Mr. Pellissier and to give
him credit for his interesting exposition four years ago
of the relation of the shape of the rail head to the ex-
tent of rail corrugation. — Eds.]

Clearing House for Safety Literature

Fitchburg & Leominster Street Railway

Fitchburg, Mass., Dec. 29, 1915.

To the Editors:

Your editorial in the issue of Dec. 25, relative to
"Clearing House for Safety Literature," strikes a re-
sponsive chord in my heart, for it has been one of my
pet ideas for several years, that the Claims Association
should have a central agency through which it might
give to each and every member company the benefit of
what is being done in the line of public safety of all
kinds and act as a clearing house for ideas along all
lines that would conserve the interests of member
companies.

Safety work is the foundation on which we are all
building to-day, but some are going at it hit or miss
without a definite goal in view, and my idea is, that the
Claims Association could well have a central agency for
this very purpose, and it could be run with little expense
to any particular company, by a pro rata charge to
each member company.

H. K. Bennett, Claim Agent.

42

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 1

MIDYEAR MEETING

CHICAGO
FEBRUARY 4, 1916

ASSOCIATION NEWS

MIDYEAR MEETING

CHICAGO
FEBRUARY 4, 1916

Lists of Committee Chairmen for the Current Year Have Been Completed and the Transportation Committee
Has Been Appointed — Secretary-Treasurer's Financial Statement Has Been Audited —
Important Safety Code Conferences Are Coming

Committee Chairman for the Cnrrent Year

Secretary E. B. Burritt has just completed the list
of chairmen of committees, with the exception of the
Accountants' Association, as given below.

AMERICAN ASSOCIATION

Aera advisory board : H. C. Donecker, assistant gen-
eral manager Public Service Railway, Newark, N. J.

Anthony N. Brady medal : Arthur W. Brady, presi-
dent Union Traction Company of Indiana, Anderson,
Ind.

Award of bronze medal for best paper presented be-
fore a company section: H. R. Fehr, president Lehigh
Valley Transit Company, Allentown, Pa.

Company membership: George W. Knox, vice-presi-
dent and general manager Oklahoma Railways, Okla-
homa City, Okla.

Company sections and individual membership: Mar-
tin Schreiber, engineer maintenance of way Public
Service Railway, Newark, N. J.

Compensation for carrying United States mail: (To
be appointed) .

Constitution and by-laws: George H. Harries, presi-
dent Arkansas Valley Railway, Light & Power Com-
pany, Omaha, Neb.

Education : H. H. Norris, associate editor Electric
Railway Journal, New York, N. Y.

Electrolysis: Calvert Townley, assistant to president
Westinghouse Electric & Manufacturing Company, New
York, N. Y.

Federal relations: Arthur W. Brady, president Union
Traction Company of Indiana, Anderson, Ind.

Insurance: A. H. Ford, vice-president and general
manager Cumberland County Power & Light Company,
Portland, Me.

Midyear meeting and dinner: B. I. Budd, president
Metropolitan West Side Elevated Railway, Chicago, 111.

Operation of motor vehicles: B. I. Budd, president
Metropolitan West Side Elevated Railway, Chicago, 111.

Public relations : C. Loomis Allen, president Newport
News & Hampton Railway, Gas & Electric Company,
Hampton, Va.

Recommendations in president's address : Arthur W.
Brady, president Union Traction Company of Indiana,
Anderson, Ind.

Standards for car loading : S. W. Huff, vice-president
Brooklyn Rapid Transit System, Brooklyn, N. Y.

Subjects: L. S. Storrs, president the Connecticut
Company, New Haven, Conn.

Taxation matters : Henry S. Lyons, secretary Boston
Elevated Railway, Boston, Mass.

Valuation : J. N. Shannahan, vice-president and gen-
eral manager Newport News & Hampton Railway, Gas
& Electric Company, Hampton, Va.

ENGINEERING ASSOCIATION

Block Signals for electric railways (joint) : J. M.
Waldron, signal engineer Interborough Rapid Transit
Company, New York, N. Y.

Buildings and structures: C. F. Bedwell, assistant
engineer Public Service Railway, Newark, N. J.

Electrolysis: Prof. A. S. Richey, Worcester (Mass.)
Polytechnic Institute.

Engineering-Accounting (joint) : L. P. Crecelius,
electrical engineer Cleveland (Ohio) Railway.

Equipment: W. G. Gove, superintendent of equipment
Brooklyn (N. Y.) Rapid Transit System.

Heavy electric traction: E. R. Hill, consulting engi-
neer Norfolk & Western Railway, New York, N. Y.

Life of railway physical property (joint) : Martin
Schreiber, engineer maintenance of way Public Service
Railway, Newark, N. J.

Power distribution : C. L. Cadle, electrical engineer,
New York State Railways, Rochester, N. Y.

Power generation : J. W. Welsh, electrical engineer
Pittsburgh (Pa.) Railways.

Special committee on use of association standards:
H. H. Adams, superintendent of shops and equipment
Chicago (111.) Surface Lines.

Standards : H. H. Adams, superintendent of shops
and equipment Chicago (111.) Surface Lines.

Subjects: F. R. Phillips, superintendent of equipment,
Pittsburgh (Pa.) Railways.

Transportation-Engineering (joint) : Paul Winsor,
chief engineer of mechanical and electrical engineering,
Boston (Mass.) Elevated Railway.

To represent association at good roads congress, Pitts-
burgh, Feb. 22-25, 1916: J. M. Larned, engineer main-
tenance of way Pittsburgh (Pa.) Railways.

Way matters: C. H. Clark, engineer maintenance of
way, Cleveland (Ohio) Railway.

CLAIMS ASSOCIATION

Employment: B. B. Davis, claim adjuster Columbus
Railway, Power & Light Company, Columbus, Ohio.

Subjects: H. G. Winson, general claim agent Tacoma
Railway & Power Company, Tacoma, Wash.

Ways and means: J. S. Kubu, claim agent New York
State Railways, Utica, N. Y.

TRANSPORTATION & TRAFFIC ASSOCIATION

Block Signals (joint) : J. W. Brown, assistant general
superintendent Public Service Railway, Newark, N. J.

Develop uniform definitions: J. V. Sullivan, statis-
tician Chicago (111.) Surface Lines.

Express and freight traffic: F. D. Norviel, general
passenger and freight agent Union Traction Company
of Indiana, Anderson, Ind.

Fares and transfers: C. S. Ching, chief instructor
Boston Elevated Railway, Roxbury, Mass.

Passenger traffic: J. K. Punderford, general manager
The Connecticut Company, New Haven, Conn.

Rules: C. E. Morgan, general superintendent Michi-
gan United Traction Company, Jackson, Mich.

Rush-hour service : J. V. Sullivan, statistician Chicago
(111.) Surface Lines.

Schedules and timetables : Edward Dana, superintend-
ent of traffic Boston (Mass.) Elevated Railway.

Standards: L. H. Palmer, United Railways & Electric
Company of Baltimore, Baltimore, Md.

Subjects: M. C. Brush, second vice-president Boston
Elevated Railway, Boston, Mass.

Transportation-Accounting (joint) : E. B. Peck, vice-
president and comptroller Indianapolis Traction & Ter-
minal Company, Indianapolis, Ind.

Transportation-Engineering (joint) : W. A. Carson,
general manager Evansville (Ind.) Railways.

January 1, 1916]

ELECTRIC RAILWAY JOURNAL

43

Training of transportation employees: N. W. Bolen,
general superintendent of Public Service Railway, New-
ark, N. J.

1916 TRANSPORTATION COMMITTEE

W. 0. Wood, master of transportation, president New
York & Queens County Railway, Long Island City, N. Y.

H. G. McConnaughy, director of transportation, Dear-
born Chemical Company, 165 Broadway, New York,
N. Y.

New England : R. M. Sparks, general passenger agent
Bay State Street Railway, Boston, Mass.

New York State (exclusive of New York City) :
W. H. Collins, president Fonda, Johnstown & Glovers-
ville Railroad, Gloversville, N. Y.

New York City: J. P. Kineon, superintendent Long
Island Railroad, Far Rockaway, L. I.

New Jersey, Pennsylvania, Delaware and Maryland:
W. B. Rockwell, manager Eastern Pennsylvania Rail-
ways, Pottsville, Pa.

D. C, Kentucky, Virginia and West Virginia: J. N.
Shannahan, vice-president Newport News & Hampton
Railway, Gas & Electric Company, Hampton, Va.

Indiana, Ohio and Michigan: R. P. Stevens, president
Mahoning & Shenango Railway & Light Company,
Youngstown, Ohio.

North and South Carolina, Georgia and Florida: W.
H. Glenn, vice-president and operating manager Geor-
gia Railway & Power Company, Atlanta, Ga.

Tennessee, Mississippi and Alabama: F. W. Hoover,
second vice-president Chattanooga Railway & Light
Company, Chattanooga, Tenn.

Texas, Oklahoma, Arkansas and Louisiana : L. C.
Bradley, assistant district manager Stone & Webster
Management Association, Texas District, Houston, Tex.

Colorado, Utah, Arizona and New Mexico: F. W. Hild,
general manager Denver (Col.) Tramway.

Illinois and Wisconsin: G. T. Seely, assistant general
manager Metropolitan West Side Elevated Railway,
Chicago, 111.

Minnesota, North and South Dakota, Iowa and Mani-
toba, Can. : J. J. Caufield, superintendent Twin City
Rapid Transit Company, Minneapolis, Minn.

Missouri, Kansas and Nebraska: J. R. Harrigan, gen-
eral manager Kansas City, Clay County & St. Joseph
Railway, Kansas City, Mo.

Montana, Idaho, Oregon and Washington, and British
Columbia: F. I. Fuller, vice-president Portland Rail-
way, Light & Power Company, Portland, Ore.

California: G. H. Harris, general superintendent San
Francisco-Oakland Terminal Railways, Oakland, Cal.

Eastern Canada (Ontario, Quebec, Nova Scotia) : R.
J. Fleming, general manager Toronto (Ont.) Railway.

Chicago Elevated Section

Four hundred and fifty members and guests at-
tended the Christmas meeting of the Chicago Elevated
Railroad Section held Dec. 14, 1915. G. T. Seely, as-
sistant general manager, gave a short talk on "Sub-
way Construction in the Eastern Cities." This paper
dealt with the financing of subways rather than the
actual construction details and showed, with the aid of
lantern slides, the cost of subways in New York, Bos-
ton and Philadelphia, by whom the cost was borne, the
manner in which the money was raised and the rate
of return paid. Mr. Seely compared the physical con-
ditions in the Eastern cities with those in Chicago.
The remainder of the program was given over to enter-
tainment, following which refreshments were served.
A large Christmas tree appropriately decorated and
illuminated gave a touch of the holiday spirit to the
meeting and President H. A. Johnson and G. T. Seely
were recipients of interesting gifts.

Coming Electrical Safety Code Conferences

W. J. Harvie, chairman of the association delegation
to the conferences on the proposed national electrical
safety code which is being promulgated by the National
Bureau of Standards, has called a conference for Jan. 6
and 7 at the association headquarters in New York.
He greatly desires to have in hand at that time construc-
tive suggestions from electric railways. Communica-
tions should be mailed to him at once in the care of
Secretary E. B. Burritt.

On Jan. 12 a conference will be held at the Bureau
of Standards in Washington to receive particularly
comments relating to overhead construction.

Secretary-Treasurer's Financial Statement

On account of the change in the fiscal year of the
association, which now closes on Oct. 31, and of the
time required for auditing, the financial statement of
Secretary-Treasurer E. B. Burritt has just become
available. This statement covers a period of thirteen
months. It is given below with the amounts stated in
even dollars :

CASH STATEMENT
Receipts

(Thirteen Months Ended Oct. 31, 1915)

Cash in bank Oct. 1, 1914 $5,176

Admission fees 160

Company annual dues 53,002

Associate membership dues 14,625

Interest on bank deposits 385

Sale of annual reports 773

Sale of rule books 218

Sale of classifications 11

Sale of pamphlets 86

Sale of associate members' badges 228

Refund account midyear conference 200

Contribution account accountants' prize 25

Convention refund 70

Convention location bonus 3,000

Index bureau 732

Petty cash 602

Refund telegrams and telephones 22

Contribution to Fare Bureau 2,500

Aera advertising and cuts 10,417

Aera subscriptions 235

Sale of Aera binders 32

Accountants' course tuition fees 3,765

Sale of engineering manual and binder 297

Miscellaneous 107

Electric Railway Journal 344

Rules committee refund 41

Aera refund 6

Receipts during thirteen months ended Oct. 31, 1915 $91,884

Total cash, including balance of Oct. 1, 1914 $97,060

Expenditures
(Thirteen Months Ended Oct. 31, 1915)

Salaries $14,389

Printing and stationery 3,94 8

Postage 2,339

Miscellaneous office expenses 825

Rent of office 4,524

Telephone, telegraph and messengers 848

Express, freight and cartage 1,229

Travelling expenses, secretary 395

Travelling expenses, executive committee 922

Travelling expenses, other committees 1,383

Miscellaneous general expenses 2,033

1914 convention 704

1915 convention 2,783

1915 convention publicity 245

Annual report 1,214

Return of active membership dues 158

Return of associate membership dues 30

Furniture and equipment 1,104

Exchange 84

Accountants' Association, annual report 652

Accountants' Association, other expenses 737

Engineering Association, annual report 2,558

Engineering Association, other expenses 4,560

Claims Association, annual report .. 581

Claims Association, other expenses 981

Transportation and Traffic Association, annual report 1,249

Transportation and Traffic Association, other expenses.... 2,408

Membership pins 224

Petty cash fund 400

Rule books 31

Index Bureau 871

Accountants' course tuition fees 2,695

Aera ■ 19.536

Fare Bureau 7,078

Washington representative 550

Badges s 1.021

Engineering manual 716

Total expenditures for thirteen months ended Oct. 31,

1915 $86,004

44

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 1

EQUIPMENT AND ITS MAINTENANCE

[ Short Descriptions of Labor, Mechanical and Electrical Practices

in Every Department of Electrical Railroading

Contributions f rom the Men in the Field Are Solicited and Will Be Paid for at Special Rates.

Freeing Manholes of Gas

BY G. H. MCKELWAY

Line Engineer Brooklyn Rapid Transit System.

Practically always where conduit lines have to be built
in streets in which gas mains have been laid, or even
when the street containing the conduits does not contain
a main but intersects other streets in which mains have
been installed, there is trouble due to gas which escapes
from the mains and finds its way into the conduits and
manholes.

The gas company will, of course, claim that the pipes
were in good condition at first and were damaged by
electrolysis due to stray currents from the tracks of
the railway company, but it is seldom true that the
escape of gas is due entirely to the corrosion of the
pipes caused by electrolysis. In nearly all cases the odor
of gas will be noticed on the first opening of the streets
for laying tracks or ducts, showing that it is already
leaking from the pipes. However, whatever may have
caused the leaks, they are almost certain to be found
and to cause trouble in systems of conduits laid near
gas mains. Measures must, therefore, be taken to keep
the gas out of the manholes and to expel it after it has
entered.

When the gas does get into the holes it not only
hampers the linemen in their work, occasionally "knock-
ing out" one or more of them, but sometimes explosions
of gas in the holes blow off the manhole covers, endan-
ger the lives of persons passing and damaging the
cables.

A few years ago there was such an epidemic of gas
explosions in manholes in New York City that the
authorities ordered that all holes be ventilated and for-
bade the use of water-tight covers except in places
where the conditions in regard to flooding were so bad

FREEING MANHOLES OF GAS — HAND-DRIVEN BLOWER
AT WORK

as to make it useless to install any other kind. In the
same city one explosion not only damaged the holes
and all the cables in them, but tore up the street be-
tween the holes and killed several children who were
playing there.

It might be supposed that if manholes were carefully
built and the ducts surrounded by a heavy layer of
well-made and well-placed concrete it would be impos-
sible for the gas to get into the system, however strongly
impregnated might be the earth outside. The writer
has yet to learn of any such impervious systems, espe-
cially after they have been in operation for a few years,
have been tunneled under for sewers and have had the
concrete chipped away in places to permit of the instal-
lation of water or gas mains, to say nothing of holes
broken in the concrete by picks or bars in the hands
of careless workmen.

A number of years ago companies in several cities
attempted to keep their conduit lines free from gas by
connecting them with the chimneys of abandoned power
stations, on the theory that the draft up the chimney
would suck the gas out of the conduits. In practice the
plan did not work out as well as had been expected, as
it was found that although the gas was drawn up the
chimneys out of the ducts, yet the same partial vacuum
also drew in more gas from the earth surrounding the
distribution system.

The induced-draft plan having proved a failure, the
reverse of this, or the forced-draft system, is now being
used, and with success. Its application to individual
manholes is neither recent nor uncommon ; instead, it
is a standard practice with many companies. In its
simplest form, which is the only one in which power
in some form is not required, a blanket, coat, or other
piece of cloth is hung over the manhole guard on the
side away from the wind, thus forming a baffle which

FREEING MANHOLES OF GAS — MANHOLE HOOD FOR USE IN
PUTTING MANHOLE UNDER AIR PRESSURE

January 1, 1916]

ELECTRIC RAILWAY JOURNAL

45

changes the course of the air slightly and forces it down
into the manhole. While not a very effective method of
clearing the gas from the hole this is better than none.

A much better plan involves the use of a fan to drive
the air through a tube down into the hole. An accom-
panying illustration shows one of these blowers, a hand-
driven one, at work. Whenever electric power is ob-
tainable it is better to use a motor-driven fan, as man
power is more expensive and less effective.

There are manholes so gassy that even a motor-driven
blower alone will not suffice to drive out the gas fast
enough to insure safety and comfort to men working
in them. The best additional appliance for such cases
is the cover shown in another illustration. This is
simply a skylight or monitor made with an iron frame
holding glass panes through which plenty of light can
enter the hole, but through which the air from the
fan, entering through a tube, cannot escape. The work-
men in the hole work under a slight air pressure, as if
in a caisson, although the pressure is very much less.
The gas is thus driven from the hole and escapes
through the ducts to other holes.

When the gas has to be expelled from an entire con-
duit system instead of a single hole the forced-draft
system consists of a much larger fan and motor in-
stalled in a power house or substation and always forc-
ing air into the ducts radiating from the station. This
makes a very satisfactory arrangement, and, under
favorable conditions, a slight movement of air can be
noticed in manholes as far as a mile away from the
station. The ordinary ventilated covers are unsuited
for such a system as they permit too much air to escape.
Where such covers have already been installed some of
the holes in them should be plugged with bolts and
washers.

Line Crews Maintain
T. H., I. & E. Light Signals

BY A. SCHLESINGER

Superintendent of Distribution and Substations Terre Haute,
Indianapolis & Eastern Traction Company, Indianapolis, Ind.

Widely separated territory protected by light signals
on the various divisions of the Terre Haute, Indianapo-
lis & Eastern Traction Company's lines made special
supervision impractical and too expensive, and the work
is being done by men from the regular line forces
trained during the period of signal installation. At the
present time there are thirty-eight light signals and
nineteen indicators in operation. The protected terri-
tory includes 12y2 miles on the LaFayette division, 13.8
miles on the Martinsville division, 3.2 miles on the
Eastern division and 14.45 miles on the Brazil division.
During the installation period men from the regular
forces maintaining the overhead lines on these divisions
were detailed to work with the contractors' gangs to
familiarize themselves with the equipment. Since that
time these men have acted as signal maintainers and a
relatively high per cent of efficiency of signal operation
has been obtained.

In all there are now in operation 43.95 miles of pro-
tected territory. On the Brazil division between In-
dianapolis and Terre Haute there are sixteen signals
and eight indicators. The regular line force, including
a foreman and two linemen, maintains this 50 miles of
overhead and the signals. On this division the fore-
man was detailed to familiarize himself with the signal
equipment, and is held responsible for its maintenance.
On the Eastern division, including 76 miles of inter-
urban railway and 11 miles of city lines, the regular
maintenance force is made up of one foreman and three
linemen. The length of this division necessitated a

1ERRE HAUTE, IHDIAHAPOLIS AMD EASTERN TRAC. CO.
SIGNAL REPORT

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line car to transport the tools and the men to and from
their work. During the installation of the two signals
and one indicator on this division, one of the linemen
was detailed to work with the contractor installing the
signals. One foreman and one lineman on the Martins-
ville division, which in-
cludes 27 miles of interur-
ban track, maintain the
overhead lines and signals.
Both men are familiar with
the equiment, which in-
cludes twelve signals and
six indicators. On the La-
Fayette division, with 86.5
miles of overhead lines and
signals, one foreman, two
linemen and one helper
make up the regular main-
tenance force. The signal
equipment on this division
includes eight signals and
four indicators.

At least once every two
weeks the signal maintain-
ers are required to walk the
trainmen's signal protected territory and in-
FAILURE REPORT spect bonds and signal mech-

anisms. On these trips the
maintainer makes such repairs as he can with the tools
and materials he carries with him, but when parts must
be replaced they are ordered by telephone so that the
signal may be restored to service promptly. Aside from
what the maintainers may find, any signal trouble ob-
served by the train crews is reported to the dispatcher,
who in turn advises the maintainers. All trainmen are
supplied with signal report cards, a reproduction of
which is shown in one of the accompanying illustra-
tions. This is filled in and mailed to the dispatcher in
addition to telephoning him about the trouble. The
regular line forces, and particularly the maintainers,
keep in constant touch with the dispatchers so that in
case of trouble they may be advised and proceed
promptly to make repairs. As a check on the work of
the signal maintainers, from time to time check cards
are deposited in the mechanism cases by the motormen
instructors or the division superintendents.

To keep the superintendent of distribution and sub-
stations informed regarding signal conditions, the daily

Terre Haute, Indianapolis and Eastern Traction Company

DAILY SIGNAL INSPECTION REPORT
, Diolston .-m^-.n-.^ , mi ii iiiKnii ii, _ in „.-.J

TO SOPDONTWDENT OT DISTRIBUTION AMD SuB-StaTTONS ! M°"*

1 have Today Inspected the following" apparatus and found the following conditions, making repairs as slated

ITIONS FOUND

LOCATION

REPORTED BY

WHILE AT

\i r s

iiW A

L, r A I 1. U K t i
REPORTED 0. K.

CAUSE
<cnre ruu. ttacatmoH above)

Number of Signal Op* rollout-

Numba' "f SJgr>nI ^h(riJT« during Dap

OCCUPATION HOURS | RATE

T. H., I. & E. LIGHT SIGNAL MAINTENANCE — SIGNAL
REPAIRMEN'S REPORT

46

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 1

TERRE HAUTE, INDIANAPOLIS AND EASTERN TRACTION CO.

LINEMAN'S DAILY REPORT

REMARKS AND WORK NEXT IN ORDER

T. H., I. & E. LIGHT SIGNAL MAINTENANCE — LINE
FOREMAN'S REPORT

signal inspection report form shown is filled out and
mailed to him by the maintainer. All maintainers are
required to send in these reports each day, regardless
of whether there are any signal failures or not. In
cases of line trouble, the dispatcher also fills out a form
of report which is reproduced herewith. The line fore-
man is required to sign this dispatcher's report as a
check on the information it contains and copies are
furnished to the superintendent of distribution and
substations, the division and general superintendents.
In addition to the information regarding signal opera-
tion, this form also reports line trouble and defective
telephones. Aside from this report the line foremen
make out regular daily reports, a sample of which is
illustrated. Besides containing the location and char-
acter of work done each day, this report also serves as

Terre Haute, Indianapolis and Eastern Traction Company

bIGNAL DEPARTMENT — MONTHLY REPORT

f MLUKES CHARCf f>ui± I

Imilir.id L>m*)W?

Classification of Signal Failures for February, 1915
Brazil Division

Signal Department. One failure on the 6th at shops caused by main-
tainer working on signal at Torr's. One failure
on the Sth at Dilleys on account of both green
lamps burnt out.

Miscellaneous One failure on the 11th at Boys' School, evi-
dently due to switch-box contacts not working
properly at west end of Dilleys. Probably
switch box is out of adjustment.

Eastern Division
No failures reported.
Martinsville Division.

Blown fuses One failure on the 24th at Centerton was due

to blown fuse on stick relay energy.

Signal department. . One failure on the 3d at Bethany due to line-
men working on signal at Centerton. One fail-
ure on the 4th at Martinsville on account of
green lamps burnt out.

Broken wire One failure on the 15th at Riverside due to

broken control wire caused by train losing
trolley pole.

Northwestern Division.

Signal Department. One failure on the 24th at Gravel Pit, due to
green lamps burnt out.

Miscellaneous One failure on the 23d at Eldridge, due to

broken impedance bond terminal at Whitestown
preliminary.

a daily time sheet, containing a distribution of the time
against the various accounts, and from these the time
charged to signal maintenance is obtained.

From these various daily reports the superintendent
of distribution of substations compiles a monthly re-
port of signal operation on the entire system. A typical
report on this form is reproduced on this page. To
inform all parties interested, copies of this monthly re-
port are sent to the general superintendent, the com-
pany that furnished the signals, the division main-
tainers and the roadmasters. Accompanying the report
is an explanation of the various kinds of failures indi-
cated. In this connection it has been the practice of
this company to charge as failures any interruption
to signal operation. Some consideration has been given
to the desirability of changing the term "failures" to
"signal interruptions," and include a special item to
show only signals that have failed to give the proper
indication. It is considered that the only time a signal
actually fails is when it does not perform the functions
for which it was designed.

No.
We...
Time. . .
Unit —
Sig. No. .
location

1421

1421

Return Wis Card to Superintendent Distribution as iooi as found,
giving oelow condition of apparatus.

T. H., I.

& E. LIGHT SIGNAL MAINTENANCE-
TO CHECK MAINTAINERS

-FORM USED

TERRE HAUTE. INDIANAPOLIS AND EASTERN TRACTION COMPANY

Respectfully oubmitted.

Supt. o? Distribution i Subatati

T. H., I. & E. LIGHT SIGNAL MAINTENANCE — TYPICAL
MONTHLY REPORT ON SIGNALS

T. H., I. & E. LIGHT SIGNAL MAINTENANCE — DISPATCHER'S
REPORT OF LINE TROUBLES

January 1, 1916]

ELECTRIC RAILWAY JOURNAL

47

Although the method of maintaining light signals
has been largely one of repairs rather than mainte-
nance, the results have been satisfactory. In other
words, the scattered territory and the few men required
to maintain the signals have made it impossible to
anticipate all trouble. It is contemplated, however,
that as the territory grows and becomes continuous, a
special signal organization will be formed. On the
other hand, it is not believed that as high efficiency can
be obtained on the average electric railway as on a
steam railroad, because the installations are usually
more complicated and the service much more frequent.
Aside from these, however, the fact that the lines con-
trolling the signals are usually placed on the same poles
as the trolley and transmission lines, subjects them to
greater hazards resulting in more frequent line .dis-
turbances.

Another interesting point arising in connection with
the signal maintenance and operation on the Terre
Haute, Indianapolis & Eastern Traction Company's
lines is the question of when should a signal be charged
with a failure. It has been decided that one defect can
be the cause of only one failure, and, therefore, only
one failure is reported against a signal until the re-
pairman has had an opportunity to clear the defect.
This plan was adopted because it was often necessary
for several trains to pass a defective signal before a
repairman could get to it to clear the trouble. This
resulted in numerous recorded failures which were
not a correct measure of the efficiency of the signals.
In other words, poor maintenance would tend to reflect
on the efficiency of a perfectly good signal mechanism
when it should be charged to another cause. A typical
monthly report and an explanation of the failures
recorded are given on page 46.

Portland Weed Burner

By F. F. Maize

Master Mechanic Portland Railway, Light & Power Company,
Portland, Ore.

The Portland Railway, Light & Power Company com-
pleted last June a gasoline weed burner which was built
upon an old flat car. The burner was operated as a
trailer. On the floor of the car were carried one air
and five gasoline tanks. The gasoline was supplied to
the burners at a pressure of 60 lb. per square inch
through the medium of a National AA1 compressor.
From the tanks supply pipes led to the fifty-one burners.
These burners were set in two double rows in a center
platform and in two wings of sheet metal which ex-
tended for a couple of feet on each side of the rails.
The wings were hinged so that they could be lowered to
any desired angle in conformity with that of the em-
bankment. The center platform can also be raised to
any desired height, either for inspection or clearance.

Preliminary tests were made at the speeds of 5 m.p.h.
and 2 m.p.h. respectively. We found that it was prac-
tically impossible to burn off the weeds immediately as
long as the stalks were green, even when the car was
operating at only 2 m.p.h. We found it better to go over
the ground first merely to singe the stalks. This singe-
ing caused them to dry up and die within three or four
days, according to temperature conditions, after which
they burned up at once, even when the car was run over
them at 5 m.p.h.

Engineers from England have been for some time
in Sao Paulo studying the possible electrification of
the Santos branch of the Sao Paulo Railway. Nothing
has been decided, however, as yet. The abundance of
waterfalls along the route would seem to assure the
ultimate adoption of this power for the line.

Titanium-Treated Rails in Boston

The Boston Elevated Railway has been using ferro-
titanium rails on its rapid transit and subway lines
since 1911. The standard running rail for the rapid
transit service at Boston is the 85-lb. A. S. C. E. section,
with the following chemical composition specified: car-
bon, 0.80 to 0.95 per cent; manganese, 0.65 to 0.90 per
cent; silicon, 0.10 to 0.20 per cent; phosphorus, not more
than 0.04 per cent. To this composition is added 0.1
per cent metallic titanium.

Previous to making use of the titanium element, the
Boston Elevated Railway considered it advisable to re-
quire a 20 per cent discard in order to insure sound
rails for its service. Since making use of the titanium
element, the company has accepted the standard discard
of 9 per cent.

Rails are furnished in 33-ft. lengths, and the drop
test required is a fall of 15 ft. by a 2000-lb. tup on a
test rail not more than 6 ft. long, placed head upward

CURVE ON RAPID TRANSIT LINE, BOSTON ELEVATED RAIL-
WAY, AT HAVERHILL AND CAUSEWAY STREETS

on supports 3 ft. apart. About 4101 tons of ferro-
titanium rail have been purchased for the rapid transit
lines in the past four years.

Ferro-titanium rails are used on both tangent and
curved track on the rapid transit system but not for
guard or contact rails. Since the opening of the ele-
vated service at Boston, in 1901, special study has been
given to rail wear on account of the severity of service.
Manganese steel rails are still in service on certain
curves where the life of ordinary commercial rail was
formerly less than two months. Manganese steel is also
used for frogs, crossings and other special work, and
both cast and rolled manganese steel rails are used in
main line special work.

The comparative first cost of 85-lb. A. S. C. E. rails
per foot as lately purchased by the company is :

Open-hearth untreated, 45.2 cents.

Open-hearth ferro-titanium, 43 cents.

Frictionless ferro-titanium rail (to match the 85-lb.
A. S. C. E. rail), 43.3 cents.

Manganese rail, $6.82.

With the exception of a rolling of open-hearth steel
rail received in 1908, open-hearth steel rails treated
with ferro-titanium wear much longer than untreated
open-hearth rails when subjected to the same traffic.

48

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 1

The specifications for open-hearth rail untreated call
for a carbon element of from 0.75 to 0.85, but the speci-
fications calling for open-hearth rail requiring an addi-
tion of 0.1 per cent metallic titanium for treatment, call
for a carbon element of from 0.80 to 0.95, but not under
0.80.

In the accompanying view showing the curve on the
rapid transit lines at Haverhill and Causeway Streets
entering the North Station, south-bound track, a rail on
the outside of the curve shows a wear vertically of
0.039 ft. after 281 days of service. The area worn off
the head of the rail was 1.096 sq. in., and the traffic
passing over it in the time named was 17,052,294 tons,
giving a wear of 0.0643 sq. in. per million tons of traffic.
The analysis of this rail was: carbon, 0.829; manganese,
0.786; silicon, 0.125; phosphorus, 0.030; sulphur, 0.030.
The rail was treated with 0.1 per cent ferro-titanium.

The rail on the inside of this curve is a Frictionless
rail (companion to the 85-lb. A. S. C. E. rail), of the
open-hearth steel with ferro-titanium, and has a com-
position as follows: carbon, 0.950; manganese, 0.76;
silicon, 0.080; phosphorus, 0.019; sulphur, 0.034. The
vertical wear after 442 days was 0.051 ft. The square
inches worn off the head of the rail section amounted
to 0.9786. As the traffic during the time named was
36,777,638 tons, the square inches worn off per million
tons were 0.0266.

In 1912 the company purchased 128 tons of ferro-
titanium open-hearth rail for surface track use, con-
sisting of 9-in. and 7-in. girder and girder guard rail.

This year the company purchased another lot of 179
tons of 7-in. and 9-in. girder and girder guard rail, of
open-hearth steel, with 0.1 per cent metallic titanium
added for the use on curves only. The girder rails are
from 40 ft. to 60 ft. in length. The chemical require-
ments are as follows: carbon, 0.60 to 0.75; phosphorus,
not over 0.04; silicon, not over 0.20; manganese, 0.60 to
0.90, treated with 0.1 per cent metallic titanium. These
are practically the specifications of the A. E. R. E. A.

Ferro-titanium girder rail costs about $2 more per
ton than untreated open-hearth rail. With this rail the
company has always used specifications calling for a
9 per cent discard.

A 600-1200-Volt Steel Freight
Locomotive

All-steel construction and 600-1200-volt electrical
equipment are the interesting features of the new elec-
tric freight locomotive recently purchased by the Iowa
Railway & Light Company, Cedar Rapids, Iowa. The
locomotive is 50 ft. in over-all length and, equipped
ready for service, weighs 57 tons. The underframe was
built with 10-in. 40-lb. I-beam center and intermediate
sills, and 10-in. 30-lb. channel side sills and bumpers.
The cross-sills are 7-in., 14%-lb. channels riveted to the
tops of the longitudinal sills with the flanges up. The
end sills are also 10-in. 30-lb. channels framed between
the longitudinal sills with 6-in. x 6-in. x %-in. angle
connections. A ^-in- x 72-in. anti-telescoping plate
and a 3/16-in. x 30-in. bumper corner plate are riveted
to the top flanges of the bumpers and the longitudinal
sills at each end of the car.

The body framing provides for two 6-ft. sliding doors
on each side of the center and two 24-in. motormen's
swinging doors at each end of the car. Four small drop
sashes on each side of the car and sashes in the upper
halves of the two sliding doors were provided to fur-
nish natural illumination to the car interior where most
of the auxiliary equipment is installed. At the center-
door openings the side sills are reinforced by 10-in.
15-lb. channels riveted flange to flange and extending
from intermediate tie to intermediate tie. The side
posts are formed of 3-in. 5V2-lb. I-beams which are
continuous from side sill to side sill. This frame is in-
closed with 3/16-in. rerolled steel plates with lap joints
over the posts and securely riveted in place. The in-
termediate carlines are %-in. x 1%-in. bars extending
between the side plates, which are formed of 3-in. x
3-in. x %-in. angles fitted between the I-beam posts.
The letterboard is continuous around the car and formed
of ^-in. x 9-in. sheet steel.

This all-steel car body is mounted on St. Louis Car
Company's type 64 trucks, and it is equipped with a mo-
torman's alarm gong, a St. Louis Car Company's verti-
cal wheel brake, Tomlinson radial couplers, St. Louis
steel pilots, pneumatic sanders and Peerless ventilators.

STEEL FREIGHT LOCOMOTIVE, IOWA RAILWAY & LIGHT COMPANY

January 1, 1916]

ELECTRIC RAILWAY JOURNAL

49

The electrical equipment includes four General Elec-
tric type 207, 600-1200-volt motors rated at 145-hp. each.
These are forced ventilated motors installed in con-
nection with General Electric Type M control. Both the
control equipment and the dynamotor air compressor
are installed inside the car body. For the present the
electrical equipment will be operated only at 600 volts,
but all provisions have been made for the combined 600-
1200-volt operation. The design of the control equip-
ment permits operation on 600-volt energy with the
motors in series, in series multiple and in multiple. On
1200 volts the control is arranged to operate the motors
in series and in series parallel. This locomotive was
built and equipped ready for service at the plant of the
St. Louis Car Company, St. Louis, Mo.

Oxy- Acetylene Welds Replace
Flanged Pipe Connections

Uses for oxy-acetylene welding are found almost
daily, but a recent application in the sprinkler-pipe sys-
tem of The Prest-O-Lite Company, Inc., Indianapolis,
Ind., illustrates very forcibly that the field of usefulness
is just beginning to be developed. In the accompanying
illustration a welded connection is contrasted with the
cumbersome flanged connections in the same pipe line.

VIEW OF WELDED AND FLANGED PIPE CONNECTIONS
CONTRASTED

Two branches from a 6-in. water main in the sprinkler
system became necessary in this company's plant. The
main pipe was supported so close to the ceiling that off-
sets in the branches were required to clear the support-
ing concrete beams. Under ordinary conditions screwed
fittings would have been used, but a drop of 7V2 in.
made the use of standard fittings with 6-in. pipe im-
possible. This connection was finally made by using
regular 45-deg. flanged elbows and nipples, giving the
pipe a 12-in. drop. The cost of the offset made in this
manner, including materials and labor, was $17.50. Had
it been possible to make the offset with standard screwed
fittings the job would have cost $5.66.

The branch on the opposite side of the main, how-
ever, presented an altogether different problem. A
downward offset of exactly 5% in- was necessary to
clear pipes above and below the proposed new line.
Neither flanged nor screwed standard fittings could be
used, and an estimate was obtained on the cost of bend-
ing the pipe for the required offset. It was found that
this would cost $18.60, including labor and material,
and would entail considerable delay. As a last resort
oxy-acetylene welding was employed, and three short
sections of pipe, cut to the correct angles, were welded
together to give the desired offset. This was done at a
total cost of $3.40, which represents considerable saving
as compared with the $17.50 flanged job and the $18.50
estimated for the bent pipe.

SNOW REMOVERS IN LEWISTON, ME.

Doing Away with Hand Shoveling in
Snow Removal

The Lisbon Falls Manufacturing Company, Boston,
Mass., has lately been developing an equipment for the
removal of snow from the street which supersedes the
hand shovel and dump cart method, with consequent
savings in time and cost of labor. The equipment con-
sists of a sled carrying a wrought-iron scraper which
can be raised and lowered from the driver's position, a
snow container and a movable bottom which can be
opened and closed by a lever, shown in the accompany-
ing illustration. The device is designed to be drawn by
one, two or four horses, the latter two rigs being most
serviceable. Depending upon the density of the snow,
the capacity of the body varies from 1 cu. yd. with the
single-horse outfit to 1.5 cu. yd., with two horses, and
from 2 cu. yd. to 2.5 cu. yd. for the four-horse apparatus.

The over-all length and width of the four-horse out-
fit are 8 ft. x 7 ft. Oak is used in the wearing parts of
the frame, the remainder being of white pine. The bot-
tom of the snow container is lined with zinc. In the
latest type of equipment the scraper is raised by hand
wheel and worm, provision being made for locking the
scraper in position at any point within its upward
travel. The runners are inclined outward from the
top on the inside at an angle of about 30 deg., to facili-
tate dumping snow, which can be done without stopping
the rig. Two horses are usually sufficient to haul the
snow remover any distance to a dumping place, but a
pair of "snatch horses" are used to help draw the device
along while it is being filled with heavy snow. The
four-horse outfit is particularly adapted to service in
larger cities, where longer hauls of snow are required.
The runners are of metal and the body is of l^-in.
plank, the boards on the bottom of the snow receptacle
being 1 in. thick. The scraper has a wooden core, and
is kept from dropping too far by a fixed chain attached
to the cross-bar of the equipment.

The manufacturers state that one man with one two-

REAR VIEW OF SNOW REMOVER SHOWING MEANS FOR
CONTROL

50

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 1

horse snow remover is equal to fifty shovelers and five
two-horse dump carts. The snow is loaded and dumped
by the driver as the horses walk; it leaves streets and
gutters clear; requires no experienced operators, and is
limited only by the endurance of the horses in its daily
capacity. Recent sales include two equipments for the
Rhode Island Company, Providence, R. I. ; two to the
Hudson Valley Railway, Glens Falls, N. Y., and seven
to the Boston (Mass.) Elevated Railway. Other users
are the Bay State Street Railway which has from ten
to fifteen equipments located at Lowell, Lynn, Taunton,
Brockton and Quincy, Mass., and the New York State
Railways with four. The Lewiston, Augusta & Water-
ville Street Railway, of Lewiston, Me., has used four-
teen outfits since their initial development about three
years ago, and not a shovel or shoveler is required on
the job. The Cumberland County Power & Light Com-
pany of Portland, Me., finds that with a two-horse ma-
chine snow can be piled 5 ft. or 6 ft. high in dumping,
by having one rig follow another. The apparatus is
known as the "Economy" snow remover by its makers,
and was designed by Harry B. Ivers of Boston, Mass.,
until recently general manager of the Portland and
Lewiston systems.

New Type of Graphic Meter

The Esterline Company, Indianapolis, Ind., has
brought out a new type of graphic recording instru-
ment known as the G. H. meter. It includes voltmeters
and ammeters of either switchboard or portable type,
weighing only 9V2 lb. but designed for heavy service.
The cases are of cast aluminum, and the front half is
removable as in all other Esterline instruments, a brass
handle being provided on the portable meters, and
mounting studs on the switchboard types.

LIGHT-WEIGHT GRAPHIC METER FOR HEAVY SERVICE

The charts are 26 ft. in length and are driven at a
speed of either 3/± in. or IV2 in. per hour by an eight-
day lever clock. A reroll is also provided for the used
chart. A clear, open scale is obtained, this being 4V2 m-
in width and printed on perforated paper 6 in. wide.
An indicating scale is also provided, enabling readings
to be taken without opening the front.

The movements in the instruments are of the moving
iron vane type, the armature being mounted in jewel
bearings. The ink is contained in a large, stationary
ink well, and a patented inking device enables a con-
tinuous record to be obtained with an all-metal pen, and
with minimum friction. The clock movement, scale
plate and all parts are mounted on a center casting, thus
insuring true alignment and making all parts inter-
changeable and easily accessible for inspection or re-
placement. Although the price is remarkably low, ac-
curacy and reliability have been maintained, and it is
expected that these instruments will be used widely for
checking voltage, current of street lighting circuits, etc.

Rectifier Prevents Frozen Air Brakes

Frozen air-brake systems are a rather serious diffi-
culty encountered during low temperatures, and to ob-
viate this trouble the air rectifier manufactured by the
National Safety Device & Manufacturing Company,
Chicago, 111., has just been put on the market.

During the severe winter of 1914 and 1915 this
device was thoroughly tested in service and gave en-
tirely satisfactory results. It not only prevented the
freezing of air but, in addition, softened the accumu-
lated grease, gum and oil within the pipe system, which

RECTIFIER TO PREVENT FROZEN AIR BRAKES

was very beneficial to the working of the valves. The
apparatus consists of a malleable-iron container 4% in.
in diameter and 12V& in. high, which weighs 19 lb., and
is attached to the air-brake pipe system leading from
the air-storage tanks to the engineer's valve. Freezing
is prevented by the frequent automatic mixing of very
small amounts of alcohol or other satisfactory mediums
with the moisture in the air-pipe system, which in addi-
tion to raising the temperature lowers the freezing
point, thereby preventing the formation of frost parti-
cles. As is generally known, condensed vapor frequently
becomes frozen in an air-pipe system, in which case the
brakes are rendered inoperative until the obstruction
is removed. The inclusion of this device in the brake-
pipe system does not interfere with or obstruct the air
passages in any way.

In connection with tests, it was found that the fol-
lowing alcohol and water mixture gave the indicated
freezing points:

Freezing Point,

Water, Per Cent Alcohol, Per Cent Deg. Fahr.

100 .. 32

80 20 10

70 30 — 5

60 40 —20

50 50 —35

About three pints of either pure grain alcohol, or
better, denatured alcohol which is just as satisfactory
and much cheaper, may be placed in the container at
one time. Based upon the tests made, this quantity
is sufficient to last for from several weeks to three
months. The principle of its operation in the air-pipe
line is that of an ordinary atomizer. When the pressure
in the air-brake pipe line is reduced by the operation
of the engineer's valve, from 80 lb. to 70 lb., the air
pressure in the container is also reduced, and this forces
some of the alcohol into the air-brake pipe system.

Januaky 1, 1916] ELECTRIC RAILWAY JOURNAL

51

The device consists of a malleable-iron casting with
two compartments indicated on the accompanying cross-
section as A and B. Communication between the two
is through a hard brass tube, D, which is securely at-
tached to the brass bushing E. This tube extends from
a point about x/i in. above the lower wall of the air-pipe
line casting to within about V2 in. of the bottom of the
container. In the center of the brass bushing E is an
equalizing vent, F, which extends about Vs in. above the
face of the bushing. That portion of the rectifier form-
ing compartment A has two straightaway drilled and
tapped outlets for 3/4-in. pipe. If the air pipe on cars
is smaller than this a bushing may be used satisfac-
torily, and if a larger size is desired these taps are
increased as specified.

The rectifier may be substituted advantageously for
an additional air reservoir installed to obviate the diffi-
culty of frozen air-brake systems. It requires less space
beneath the car body, is just as easy to install and costs
but little, if any, more than the air storage tank and
fittings. Primarily the device was designed for use
during the winter months, but the manufacturers state
that it may remain on the car during summer without
affecting brake operation in the slightest degree. On
the other hand, if the container is supplied with alcohol
during the warm months it will improve braking service
by keeping the grease, oil and gum cut, thus giving a
freer valve operation.

Cash Receipt Holder

Under the ordinary duplex system of fare receipts
for cash fares paid on interurban railways, the con-
ductor punches the initial station and destination with
the month, day, etc. One portion of this duplex receipt
is given to the passenger and the other portion is re-
turned to the auditing department. The time required

TICKET HOLDER AND PAD

used and equipped with a register locking device which
records each time the holder is opened. The method of
cutting the ticket from the stub used in this device
eliminates the possibility of different amounts being
indicated upon the ticket and on the audit stub. It has
also been found that conductors can issue these tickets
in one-third and one-half the time required with the
old form of duplex ticket.

In practice, one or two holders are given to each con-
ductor with the register locking device open and the
reading of the register is recorded upon the cardboard

o

o

City Ter.— Rochester

City Line —Rochester

Glen Haven Jet

eft

Power Houae Sti

DAYTON'S COR'S

Glen Edith

-Rochester— City Ter.

-Rochester— City Line

Glen Haven Jet

Otis Stop

-Power House Stop

WEST WEB8TBR

'Sfr— DAT
th-^— Glen

DAYTON'S COR'S

5 MUe LIn<

Hard Road Crag

Newham's_Stop
Lawrence's Stop
UNION HILL

FROITLAND

ONTARIO CENTER

_ Maple Road Stop
Pease Road Crag

Ridge Chapel Stop

o

WILLIAMSON
Milham's Stop
1JVILLIAMSO~N

Bell's Siding

Moody's Stop

-Siding Bo. 10

-Newham's Stop

Ml

-Lawrence ' s Stop

-ONTARIO CENTER

-Maple Road Stop_

-Pease Road Crag

-Ridge Chapel Stop

-WILLIAMSON
-Milham's Stop

-E. WILLIAMSON

-Moody's Stop

Pullman's Siding^?*- -Pullman's Siding

Barclay's Stoi

WALLWGTOfl WALLINGTON

Morley's Stoi

Seamon's Stop

SODOS POINT

-Barclay's Stop

— Glover 'b Stop

-Seamon's Stop

SODDS POINT

HALF PARI HALF FARE

PASSENGER'S stub and audit stub showing

CUTTING LINE

back of the pad. This enables the conductor to insert
a pad of tickets at any time without increasing the
register reading and eliminates the necessity of loading
and unloading of holders at one central office. The
holder is provided with a number of index cutters, and
before each receipt is issued the conductor sets the
cutter opposite the station required and tears off the
receipt which is given to the passenger. The other half
of this receipt is thrown into the holder by the conductor
by pressing both sides of the holder together. The
stub thus remains inside the holder, secure from any
form of manipulation, until it is removed by the audit-
ing department.

The holder is made of aluminum, and while it is ex-
tremely light it is very strong and durable. Owing to
its extreme lightness it can be made to cover a large
number of stations by increasing its length without any
perceptible increase of weight.

to indicate these data is considerable, and the plan has
not been found satisfactory in other ways, notably be-
cause the passenger's portion can be indicated separately
from that of the audit stub.

A quick method of issuing train fares in which these
difficulties are avoided is embodied in a device recently
put on the market by the Macdonald Ticket & Ticket
Box Company of Cleveland, Ohio. This is a holder
made to contain a pad of 100 receipts, assembled in flat
form as distinguished from the bevelled type previously

At a recent meeting of the standing committee of the
Administrative Council of the Swiss State Railways, at
which estimates for construction and operation in 1916
were discussed, the sum of $583,200 was included in the
estimate as a projected expenditure for the introduction
of electric traction on the Erstfeld-Bellinzona line. The
program provides for the appropriation of still larger
sums for electrical construction in future years, so that
the completion of the entire length is expected to be
made by 1920.

52

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 1

LONDON LETTER
Dearth of Men to Operate Tramways Presents Very Serious
Problem — Some Women, Efficient as Conductors,
Being Trained to Replace Motormen

(From Our Regular Correspondent)

In Glasgow the question of operating cars is daily be-
coming more serious, and it is the opinion of James Dal-
rymple, the general manager of the tramways, that it will
be necessary to have women drive some of the cars. This
is a field of operation in which women have not yet per-
formed in Great Britain. The Board of Trade has re-
quested information from the Glasgow Corporation on the
subject. More than two months ago Mr. Dalrymple re-
ported to the tramways committee that so many men were
joining the colors that in a short time there would not be
a sufficient number of motormen to maintain service. For
several weeks now a few women have been at this work to
enable the general manager to report when the subject
comes up before the committee. The women who are now
operating cars have been acting as conductors since the
spring. More than a month ago they were sent to the
Glasgow training school for motormen along with the men.
They proved apt pupils. For a week or two before they
were assigned permanently they drove a car in service with
an experienced motorman at hand. The latest statistics
from Glasgow as to the staff show that 2600 men have
already joined the colors and that 677 more have been
accepted for service under Lord Derby's scheme, so that
within a very short time Glasgow will be confronted with
the problem of employing women as drivers or reducing
the number of cars in service, as it is impossible to get
capable men. In summing up the situation, Mr. Dalrymple
states emphatically that at least 100 women out of the
present staff of 1000 could in a very few weeks qualify to
operate cars.

The officers and employees of the London County Council
who are serving with the forces approximate 7000 in num-
ber, and about 620 of the central administrative staff have
in addition been enlisted or attested under Lord Derby's
scheme. The officers of military age regarded as indis-
pensable are under seventy in number. It is reported by
the general purposes committee, however, that the number
of men on the operative staff who may be regarded as indis-
pensable in connection with the various services will be
much larger than on the administrative staff of the Council
tramway.

The present services of all-night tramcars of the London
County Council involve a loss of about £1,000 a year. The
total number of all-night cars in service is sixteen, which
is five fewer than the number before the outbreak of war.
The reduction in mileage amounts to 105 car miles a night.
The number of passengers carried is approximately 2000
a night, and the revenue from these cars during October,
1915, was only 5.69d. a car mile. Hitherto workmen's fares
have been charged on these cars, and it is proposed by the
highways committee that, as an experiment during the
present abnormal state of affairs, ordinary fares should be
charged from Jan. 1.

The woman tramway conductor has made her appearance
in Central London. During the past few weeks women
have been at work on the London County Council single-
deck tramway cars running from Highbury to the Victoria
Embankment. So far only a few women have been em-
ployed. They serve on the subway cars alone. Within a
short time, however, a considerable addition will be made
to the number in this service. Women will be employed
on the double-deck cars on the Woolwich and Eltham and
other outlying services. ' Between thirty and forty women
have been trained as conductors by the London County
Council tramways department. Most of them are working
at the Clapham and the Holloway depots. For the present
women will not be used on the cars in the crowded main-line
services.

In connection with the London Electric Railway facilities
bill, which was passed in an amended form limiting the
proposal to the pooling of the receipts of the City & South
London, the Central London, London Electric, and Metro-
politan District Railways and the London General Omnibus
Company, representations were made by the London County

Council to the Board of Trade that the companies should
be required to keep a form of accounts which would show
the transactions with the common fund, and thus enable
the Council to ascertain the financial effect of the pooling
arrangements in regard to any particular company. The
Board of Trade, however, has declined. It points out that
a statement of the receipts of the separate companies before
they were paid into the common fund would serve no use-
ful purpose.

The tramcars running between Colwyn Bay and Llan-
dudno are of the single-deck type. It is the intention of
the company to augment the service by putting on a num-
ber of double-deck cars, and the Board of Trade has inti-
mated that it sees no objection to the proposal. The Coun-
cil of Colwyn Bay, however, is opposed to the change. It
points to the steep Penrhyn Hill between the two towns
and contends that such cars would not be in keeping with
the character of the district.

The Stockport tramways committee has decided to employ
women conductors on its trams. Since the war began 105
drivers and conductors employed by the committee have
enlisted. Women between twenty-five and thirty-five years
of age are to be employed. They will be paid at the same
rate as the men.

The tramway committee of the Edinburgh Town Council
is considering a report by the burgh engineer on the subject
of tramway breakdowns in the city. It has been agreed to
send a representation to the tramway company in connec-
tion with the matter, pointing out the inconvenience caused
by the breakdowns. The committee is inclined to the opinion
that the delays are attributable to the state of the track, but
the company asserts that the majority of the breakdowns
are due to the employment of so many inexperienced drivers
on account of the demands made by the war.

The references made in this letter to the dearth of men
on account of the war show that the shortage of male em-
ployees is making itself seriously felt in Great Britain.
Local papers contain many complaints about service and
suggestions as to the achievement of better results. In
Birmingham the irregularity of running has given rise to
an appeal for volunteers to become motormen to take the
places of those who have left for military service. Many
applications have been received, and upward of a hundred
men have been interviewed. Some of these men have fin-
ished their course of instruction and are driving cars under
the direction of competent motormen. More than sixty
women are cleaning cars successfully, while about 600
women have been engaged as conductors and are perform-
ing their duties admirably. The whole department, how-
ever, is still about 20 per cent below strength, and men
continue to leave for military purposes. Irregular running
is due, it is said, in most instances to new men, who drive
with infinite caution. Delays are also caused by the neces-
sity for covering thoroughly the routes on which the muni-
tion factories are situated. The city of Hull is suffering
in the same way, but everything possible is being done
to mitigate the inconvenience to the public. About seventy
women are employed on the cars at Hull. They are giving
satisfaction. Newcastle-on-Tyne, perhaps more than any
other city, is suffering from war conditions. The authorities
there are calling for volunteers to operate the cars, as they
are extremely shorthanded and the services have had to be
curtailed. One of the reasons for the complaints in New-
castle is the fact that 50,000 more workmen are now being
carried each week than in previous years. These men are
largely workers in the munition factories in the vicinity.
Offers from volunteers have been received from many men
whose occupations would not interfere with their giving a
portion of their time for railway work.

In London many of the railways have cancelled suburban
trains, thereby throwing an increase of traffic on other
methods of transportation. The tubes are crowded with
passengers. The number of motor 'buses has been reduced.
The Council trams are fewer in number and are meeting
with more frequent delays by breakdowns. The extreme
darkness of London streets is, according to the officials, one
of the most potent reasons for bunching and delaying cars
at crossings. In short all the tramways of Great Britain
are being worked with the greatest difficulty and with little
hope of a return to their former efficiency until after the
war. A. C. S.

January i, 1916]

ELECTRIC RAILWAY JOURNAL

53

NEWS OF ELECTRIC RAILWAYS

NEW YORK COMMISSIONER RESIGNS

G. V. S. Williams Retires on Feb. 1 — Governor Has Appoint-
ment of Two Members

George V. S. Williams has resigned as a member of
the Public Service Commission of the First District of New
York. The resignation was forwarded to the Governor on
Dec. 28, and is to take effect on Jan. 31, 1916, at which
time the term of J. Sergeant Cram expires. In a state-
ment in regard to his resignation Mr. Williams said in part:

"For some time I have contemplated resigning from
the commission and returning to the practice of the law,
but, when the latest investigation was started, I felt that
I could scarcely, in justice to myself, retire while under
fire. Now that the investigating committee has gone into
my actions and examined into my bank accounts I have
decided to retire with the expiration of Commissioner Cram's
term on Feb. 1.

"I hope that my successor will be spared investigations,
charges, Grand Jury inquiries, and the like, and be per-
mitted to do his work on the commission, for the public
must realize that if public officials are to exercise their best
judgment and full abilities, they must be free from con-
tinuous investigations. I do not mean to imply, however,
that they should not be held to the fullest accountability
for their public acts."

At the meeting of the Legislative investigating com-
mittee on Dec. 28 Chairman Thompson said he wanted the
committee's attitude toward Commissioner Williams to go
on record. The chairman made a statement in which he said:

"It was the intention of our committee to prefer charges
against Commissioner Williams, but in view of the resigna-
tion, our committee will not feel called upon now to make
any charges, nor to investigate further with particular
reference to the commissioner.

"I believe the attitude of Mr. Williams as a Public Service
Commissioner, and his personal view as to the manner of
administration of the Public Service Law were wrong, and
that his resignation has been a service to the State. I per-
sonally believe that his services would be of great value as
an advocate in behalf of any public utility corporation."

Commissioner Williams was appointed on April 1, 1912.
At the time of his nomination by Governor Dix he was
counsel to the State Conservation Commission, and he was
also an active member of the Brooklyn Democratic organ-
ization. Governor Whitman signed charges against Com-
missioner Williams, as well as against Commissioners Mc-
Call, Cram and Wood, last March, following the first in-
vestigation of the commission by the Thompson committee,
of which Col. William Hayward, afterward appointed com-
missioner, was counsel. All four men appeared before the
Governor at Albany and defended themselves. Commis-
sioner Williams at one point coupled the Governor's name
with men he called "cruel, piratical politicians" who were
seeking his removal, and this so incensed the Governor that
he threatened to remove Mr. Williams on the spot if he did
not retract his statement. Two weeks later the Governor
dismissed the charges against all four men. As a result
of the retirement of Commissioner Williams on Feb. 1 and
the expiration of Commissioner Cram's term on the same
date, Governor Whitman will have had the appointment of
four members out of the five. He has already appointed
Chairman Straus and Commissioner Hayward.

SELECTING CHICAGO TRACTION COMMISSION

The subcommittee of which Henry B. Capitain is the
chairman, has begun the work of selecting the three mem-
bers of the Chicago traction commission who can be recom-
mended to the local transportation committee, and later be
confirmed by the Chicago City Council. Bion J. Arnold has
tentatively been selected as the Chicago member of this
commission, and William Barclay Parsons, New York, has
been tentatively selected as the second member. The com-

mittee is considering a third member whose qualifications
will make him especially fitted to round out a commission
made up of the two members tentatively decided upon. The
subcommittee is anxious to decide on the three members so
that it can report to the local transportation committee,
and obtain prompt approval by the Chicago City Council.
This would permit actual investigation of Chicago trans-
portation problems to begin early in January, 1916.

INCREASES IN WAGES IN NEW YORK
All the Principal Companies in the Greater City Raised
Wages on Jan. 1

Increases in wages were announced on Dec. 24 by the
Interborough Rapid Transit Company, New York Railways,
Third Avenue Railway and the Brooklyn Rapid Transit Com-
pany. The increase of the Interborough Rapid Transit
Company to the men in the station and transportation de-
partments and the chief engineer's department is largely a
horizontal one of 10 cents an hour, but in several cases is
as much as 25 cents. Conductors are now paid as follows:
first and second years, $2.35 a day; third year, $2.45 a day;
fourth year, $2.55 a day; fifth year, $2.60 a day. The new
rates are as follows: first and second years, $2.45 a day;
third year, $2.55; fourth year, $2.65; fifth year, $2.70.
Guards, who are now paid $2 a day for the first and second
years, $2.10 for the third year, $2.20 for the fourth year
and $2.30 for the fifth year, will receive $2.10 for the first
and second years, $2.20 for the third year, $2.30 for the
fourth year and $2.35 for the fifth year. Motormen have
been paid $3 a day for the first year, $3.50 a day for the
second, third, fourth and fifth years and $3.75 after the fifth
year. They will be paid $3.25 the first year, $3.50 the second
and third years, $3.60 the fourth year, $3.70 the fifth year,
$3.80 after five years and $4 after eight years.

The present rate of pay per hour of the conductors on
the electric lines of the New York Railways is as follows:
first year, 24 cents; second year, 25 cents; third and fourth
years, 26 cents; fifth year and thereafter, 27 cents an hour.
This scale is to be increased 1 cent an hour for each period
mentioned. The present pay for motormen of electric lines
is 25 cents the first year, 26 cents the second year, 27 cents
the third and fourth years and 28.5 cents the fifth year and
thereafter. This scale is to be increased 1 cent an hour for
each period mentioned. Conductors on storage battery lines
now receive 22.5 cents an hour the first year and thereafter.
In the future they will receive 23.5 cents the first year and

24 cents thereafter. Motormen on storage battery lines now
receive 25 cents the first year and thereafter. Under the
new scale they will receive 25 cents the first year and 26
cents thereafter.

The Brooklyn increase of wages is effective on Jan. 1. The
increase applies to all motormen and conductors on the sur-
face lines, all conductors and guards on the elevated and
subway lines, all motormen on the elevated and subway
lines who have been in service ten years or more, and mis-
cellaneous transportation employees. The rate for surface
motormen and conductors is increased uniformly 1 cent an
hour, the new rates ranging from 25 cents to 29 cents an
hour, depending upon efficiency and the period of service.
The elevated motormen in service over ten years are ad-
vanced from $3.75 a day of ten hours to $4. The increase
granted to elevated conductors and guards is by way of
liberal time allowance, the compensation paid being for a
minimum numVer of hours whether the employee is on
duty for the full minimum time or not. In announcing
the action of the company, T. S. Williams, president, called
attention to the fact that this is the third general increase
in wages during the last three and a half years.

On Dec. 29 the Second Avenue Railroad, which operates

25 miles of line in Manhattan, announced an increase of 1
cent an hour in the wages of motormen, conductors, switch-
men and others. More than 400 men are affected.

54

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 1

ENTRANCE OF INTERURBAN RAILWAYS TO
CINCINNATI DISCUSSED

In an interview with City Engineer Frank Krug of Cin-
cinnati, Ohio, on Dec. 21. Charles L. Henry, president and
general manager of the Indianapolis & Cincinnati Traction
Company, stated that work on the extension to Cincinnati
would be begun in the spring, if definite arrangements are
made for the admission of the cars to the business section
of the city. He suggested that a viaduct 3000 ft. long
crossing the Cincinnati, Hamilton & Dayton Railroad and
the Baltimore & Ohio Railroad at Queen City Avenue, be
built to provide an entrance for his road. He advocated
the city building the viaduct, as it may take advantage of
condemnation laws which are not open to private corpora-
tions. He said that his company is willing to rent the via-
duct and that it will advance $100,000 on its rental to make
it easier for the city to take care of the construction work.
It is estimated that a viaduct of the length required would
cost $600,000. Mr. Henry's suggestions will be embodied in
Mr. Krug's report to the Rapid Transit Commission.

Mr. Krug also conferred with Charles C. Harris of the
Cincinnati, Milford & Loveland Traction Company. Mr.
Harris expressed the desire of his company to have its cars-
enter the city by way of the belt lines. Financial condi-
tions, however, made it difficult for the company to com-
mit itself definitely to any proposition at the present time.

W. Kesley Schoepf, as the representative of the Ohio
Electric Railway and Ohio Traction Company, informed
Mr. Krug on Dec. 22 that these roads will make connec-
tions with the rapid transit belt when it is completed.
Mr. Schoepf thought that the loop operating company should
furnish the power. He told Mr. Krug that he had been
informed that the Union Gas & Electric Company, on the
completion of its plant, will be prepared to furnish the Cin-
cinnati Traction Company with power at $40,000 a year
less than it is costing now to generate it. He thought
that power for the operation of the belt line could be
secured from the same source. Mr. Schoepf agreed with
Charles L. Henry that to carry city passengers on the inter-
urban cars would defeat the purposes of the plan.

Mr. Krug conferred with H. E. Frost, auditor Cincinnati
& Columbus Traction Company, on the same day. Mr.
Frost estimated that the cost of making a connection for
his road would be about $20,000. This completes Mr. Krug's
interviews with representatives of the interurban roads.
Each will submit estimates of the cost of making connec-
tions, and Mr. Krug will then prepare a report to be pre-
sented to the Rapid Transit Commission.

MULTIFARIOUS DUTIES
What It Means to Be Second Vice-President, Secretary,
Treasurer, Auditor and Superintendent of a Company

Operators of small properties will appreciate the humor
of a short article "Has Nothing on Roger," taken from
the Thanksgiving number of On the Cars, which is pub-
lished every now and then by the management of the Sioux
Falls (S. D.) Traction System. The article follows:

"The newspapers are printing columns extolling Bill
Harriman, son of the deceased railroad magnate, because
although vice-president and director of dozens of railroads
and heir to $75,000,000 he dons blue overalls and works as
a section hand in the shops. He is given great credit be-
cause he eats out of a tin dinner pail and speaks to the
workmen.

"Well our Roger, although he is a college man and vice-
president, secretary and treasurer and superintendent and
assistant to the president and general manager of the great
Sioux Falls Traction System, does the same things as the
wonderful Bill, also keeps the books, helps Jack Gibson
run the immense shops of the system, runs on cars as
motorman or conductor, greases the track if necessary,
counts the nickels, but only draws one salary and inherits a
goodly proportion of the abuse meted out in these latter
days to street car operators, who are suckers enough to
invest all the money they have and can borrow for the
benefit of a community and city which sometimes seems to
lay awake all night to concoct schemes to down them.
However, the future has laurels in store for us all and

Roger will come into his own. It is being recognized that
he has all the virtues of Captain Brooks and his old dad
with none of their vices and if he has to be a sort of scape-
goat for the system he is young with lots of backbone and
can stand it. You want to get acquainted with him. He
can give aces and spades to Bill Harriman and beat him
to it."

The Roger referred to is none other than R. C. Mills,
whose official title is second vice-president, secretary, treas-
urer, auditor and superintendent of the company.

STUDY UNDER THE UNIVERSITY FOR
SAN FRANCISCO MEN

Jesse W. Lilienthal, whose work in the interest of his
men since he assumed the presidency of the United Rail-
roads, San Francisco, Cal., has attracted nation-wide atten-
tion, recently made the following announcement:

"It is not the character of the job or the compensation
that is paid for it, but the manner in which it is performed,
that gives it dignity. In other words, a man should be
judged not by the particular task that he is performing, but
by the spirit, intelligence, industry and loyalty that he
brings to bear upon it. At the same time, it is a laudable
ambition for a man to want to advance himself; to acquire
such learning and experience as will enable him to fill a
position that earns larger compensation than he is getting.
I, for one, am ready to encourage such an ambition. With
that in view, I think it my duty to bring to your attention
the plan of the University of California to extend to those
who are at work some of the benefits of a broader education
in a way that will not involve any interruption of the work
from which they earn their livelihood.

"It is proposed to give courses of instruction in San Fran-
cisco at some place and time that will be convenient to
workers by regularly accredited instructors of the uni-
versity. Among the courses that might be expected to ap-
peal particularly to employees of our company are mathe-
matics, mechanics, electricity and languages. The subjects,
however, can be selected according to the wishes of those
who would care to take a course.

"For a course of fifteen lessons of one hour each the
university makes a charge of $5 per person, or about 30
cents an hour. This is the only expense to the student,
except the cost of text-books, which is from $1.25 to $2.25
for the entire course. It is proposed to hold meetings once
a week, and, as already said, at such time and place as will
be most convenient for the students. I should be willing to
have the carhouses used for the purpose as far as prac-
ticable.

"The instruction would consist of lectures, demonstration
experiments, and assignments of home work calculated to
call for about five or six hours of such home study in each
week.

"I am willing to help you arrange to do this in every way
possible. If the idea should strike any of you favorably, I
recommend that you arrange among yourselves for groups
of fifteen, sending in to me the names of men composing
such groups, the particular subject you would like to have
taught, and the place and time that you would consider most
convenient for you,

"I realize that many of you find your regular work so
fatiguing that you would prefer to reserve all your leisure
hours for recreation, but I have learned from my own ex-
perience that it is wonderful how much recreation can be
derived from the stimulating influence that comes from
learning new things, and perhaps some of you will prefer
that kind of recreation to any other. If any of you do, I
shall be happy to co-operate to have the instruction given
in the most effective and convenient way possible."

BROOKLYN MECHANICAL DEPARTMENT SAFETY
SHOWING

The report of the departmental safety committee of the
Brooklyn (N. Y.) Rapid Transit Company mechanical depart-
ment for the fifth quarter, dated Oct. 1, says that following
the practice of several other departments the mechanical
department finally determined that it would be to the best
advantage of all concerned if membership in the Employees'
Benefit Association became a definite part in the employ-

January 1, 1916] ELECTRIC RAILWAY JOURNAL

55

ment of all new employees of the department. Notice to
this effect was issued on Aug. 6.

In the report William G. Gove, superintendent of equip-
ment of the company and chairman of the safety committee
of the mechanical department, calls attention to the offer
of the company to pay half the premium upon $1,000 worth
of insurance under the group plan for each employee. Mr.
Gove urges the men to go in under the plan. He points
out that he has been a member of the benefit association
for some years past, and although he is not eligible under
the plan whereby the company would pay part of his
premium, he has applied for $5,000, the full amount per-
missible under the agreement between the railroad and the
insurance company. Mr. Gove points out that under this
insurance agreement the Brooklyn Rapid Transit Company
has secured for its employees the option of annual re-
newals at the rates specified for at least twenty years and
that the company is at liberty to make arrangements else-
where if at any time during that period better rates can
be obtained.

The total expenditure of the mechanical department for
safety work is $9,985. Of this amount $2,172 was expended
during the quarter covered by the report under review.
Among the expenditures during the last quarter were $109
for the construction of boxes to transport supplies and to
prevent injury from nails in kegs, etc., and $54 to purchase
respirators for the use of those employed in cleaning parts
of equipment with compressed air. Mr. Gove directs atten-
tion to the very creditable record as reflected in the accident
tabulations of the department, which shows a total of 135
accidents at all shops. This compares with 146 for the
previous quarter and 293 for the same quarter a year ago.

INJUNCTION AND DAMAGES IN
WILKES-BARRE STRIKE

The Wilkes-Barre (Pa.) Railway has applied to Judge J.
B. Woodward for an injunction to restrain strikers and
officials of the union from interfering with the operation
of cars, picketing and boycotting and has asked damages
in the sum of $200,000 from the strikers and officials for
loss of fares, destruction of property, etc. The company
charges a breach of contract because the strikers refused to
abide by the award of the board of arbitration. It is
pointed out in the petition that arbitrators were named and
an award filed, and it is contended that after the men had
accepted payment on the award and had returned to work,
a strike was called in violation of the agreement.

New Canadian Line Opened. — Operation has been begun
by the Three Rivers Traction Company, a subsidiary of the
Shawinigan Water & Power Company, on its 3-mile line in
Three Rivers, Que.

Toledo Committee to Complete Hearings in January.—
The street railway committee named by Mayor-elect Milroy
of Toledo, Ohio, ha" arranged for four meetings in January,
and these will complete the public hearings for the purpose
of securing ideas from those who opposed the Dotson fran-
chise. No meetings were held during the holidays.

Buffalo & Depew Railway in Operation. — U. L. Upson,
superintendent of the Buffalo & Depew Railway, Depew,
N. Y., informs the Electric Railway Journal that in the
so-called strike on that property the platform men put their
cars in the carhouse and walked away, and that he im-
mediately secured new men, who are now operating the
cars. Mr. Upson was not called upon to act as either
motorman or conductor, as was previously reported.

Extension Asked Under St. Louis Ventilation Order. —
The United Railways, St. Louis, Mo., made application to
the Public Service Commission, on Dec. 18, for an extension
of time until Oct. 1, 1916, for equipping all of its cars with
forced ventilation heaters. The time accorded the company
by the commission under an old order was until Oct. 15,
1915. At that time the company had equipped 1018 cars.
It has since increased the number to 1075. The company
has 1400 cars, and states that it is equipping them at the
rate of twenty-five a month.

St. Paul Electrification in the Movies. — At the recent tests
of the Chicago, Milwaukee & St. Paul Railroad's new electric
locomotives operators from the Hearst-Selig Weekly and the

Pathe News made several motion pictures. Exterior and
interior views of the Great Falls power plant, the important
substations, the last steam locomotive and the first electric
locomotive over the electrified division were included in these
reels, which contain between 500 and 600 ft. of film. The
Hearst-Selig motion pictures are being exhibited at moving-
picture theaters throughout the United States, and the Pathe
pictures will be distributed throughout the world.

Work to Begin on Cleveland Subway. — Thomas Schmidt,
secretary of the Cleveland Rapid Transit Railway, states
that work will be begun on the proposed subway at three
different points in January. An opening will be made at
the Public Square, another on Euclid Avenue at East Fifty-
fifth Street and a third on the same street at University
Circle. Plans filed with the director of public service call
for six stations on Euclid Avenue between the Public Square
and University Circle. The line must be completed within
thirty months after the work is started and must be in
operation within forty-two months from that time. -

Seattle Car Suit Decision. — The State Supreme Court of
Washington, reversing the decision of Judge Frater of the
King County Superior Court, has allowed a claim of $35,000
against the Seattle, Renton & Southern Railway for six cars
which were sold to the railway by the Gordon & Henderson
Car Company, Chicago, in 1909. Judge Frater refused to
allow the claim on the ground that the contract for the
cars had been entered into with the railway receivers
appointed by the Federal court, who were afterward declared
to have been appointed illegally. He agreed to approve the
claim, however, provided it was assigned with the claims of
the general creditors, instead of as a prior claim on the
company's assets. This the claimants refused. In reversing
the decision of Judge Frater the Supreme Court ruled that
as the present State court receivers had ratified the contract
the act of the Federal Court receivers in contracting for the
cars was not void.

Changes in the Staff of the Society for Electrical Develop-
ment.— A number of changes have been made in the staff
of the Society for Electrical Development, Inc., New York,
N. Y. George B. Muldaur, who had charge of the field
co-operative work, has severed his connection with the so-
ciety. H. W. Alexander, who is in charge of the editorial
and the advertising departments, will undertake part of
the work formerly done by Mr. Muldaur, assisted by G. W.
Hill. The publicity work of the society has been handled
by J. T. Kelly, who will remain with the society, and will,
in addition to his former duties, undertake some of the
work formerly handled by Mr. Alexander. W. W. Ayres
and J. J. Reardon, who joined the staff for the electrical
prosperity week campaign, have left the society, as has
also C. Ridderhof, whose work consisted of the preparation
of advertising copy, booklets, etc., and whose successor is
C. H. Griffith, formerly with the McJunkin Advertising
Agency in Chicago.

San Francisco Ferry Case Decided. — Judge Seawell, at
San Francisco, Cal., on Dec. 17 granted the United Rail-
roads an injunction against the operation of the "C" and
"D" lines of the Municipal Railway over the outer loop at
the ferry, but refused to grant the injunction sought against
the same "C" and "D" lines on the outer tracks on lower
Market Street from Sutter Street to the ferry. He held
that the city and the United Railroads were joint tenants,
with equal rights on these outer tracks, instead of the city
being the servient tenant of the United Railroads, with an
easement running only to the use of the tracks by the
original Geary Street cars. Judge Seawell also upheld
Judge Sturtevant's interpretation of the contract between
the city and United Railroads for the use of electric power
on the outer tracks, and for transfers, as applying only to
the original Municipal Railways cars on Geary Street, and
not applicable to the newer "C" and "D" lines, unless the
United Railroads chose to extend its terms.

Speculating on Commission Legislation in New York. —
The New York papers on Dec. 27 all contained stories
about the prospects for legislation at the coming session
growing out of the present inquiry into the Public Service
Commissions. It is said that Chairman Thompson of the
Legislative investigation committee will again introduce a
measure designed to meet conditions which the investiga-
tion has brought to light. One of these will be a provision

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 1

which will tend to make it impossible for a commissioner
to hold stock in a public utility corporation in the name of
his wife or a relative. The commission proposed by Sen-
ator Thompson would have all powers which are lodged
in state-wide commissions, but would have nothing to do
with the building of new subways for New York City, his
idea being to lodge the supervision of the building of new
subways either in the hands of the Mayor or the Board
of Estimate, preferably the latter. The salaries of the
commissioners would also be cut from $15,000 to $10,000
a year.

Services Over the Late Mr. Goodrich. — Funeral services
for Calvin G. Goodrich, late president of the Twin City
Rapid Transit Company, were held at the family home in
Minneapolis on Dec. 24, at 2.30 p. m. Burial was at Lake-
wood cemetery. Rev. Marion D. Shutter of the Church of
the Redeemer led the impressive ceremonies. Rev. Mr.
Shutter reviewed the life of Mr. Goodrich from the time
he entered the employ of the company, up through the
various stages which finally led to leadership of the con-
cern. Quoting a street railway employee, he said: "Mr.
Goodrich did not occupy the position of an employer, but
was more our comrade. He rarely criticised an employee
and was inclined tr correct him by making suggestions of
a better or more efficient way in which to do the work.
He taught us with kind words. He was the fairest, squarest
man I ever met." The pallbearers were all officers of the
Twin City Rapid Transit Company. They were A. M. Rob-
ertson, third vice-president; A. W. Warnock, general
passenger agent; G. L. Wilson, engineer of maintenance of
way; W. J. Smith, master mechanic; E. A. Crosby, treas-
urer; D. J. Strouse, auditor; F. H. Scofield, engineer of
power and equipment; W. Whiteford, purchasing agent;
P. J. Metzdorf, park manager.

Financial and Corporate

PROGRAMS OF ASSOCIATION MEETINGS

Wisconsin Electrical Association

The annual convention of the Wisconsin Electrical Asso-
ciation will be held at Milwaukee, Wis., on March 16 and 17.
Headquarters will be at the Hotel Pfister. The Wisconsin
Gas Association will meet on March 15 and be in joint ses-
sion with the Wisconsin Electrical Association on March 16.
The program for the meeting is now in preparation and will
be announced later.

M. C. B. and M. M. Associations

The Master Car Builders Association and the American
Railway Master Mechanics Association will hold their nine-
teen-sixteen convention at Atlantic City, N. J., on June 14
to 16, and June 19 to 21, respectively. The Railway Sup-
ply Manufacturers' Association will hold its exhibition at
the same time and place, and have once more secured
Young's Million Dollar Pier for the exhibition.

American Wood Preservers' Association

The twelfth annual convention of the American Wood
Preservers' Association will be held at Hotel Sherman, Chi-
cago, 111., on Jan. 18, 19 and 20, 1916. The effect of the
European war on the American timber industry will be
discussed from the viewpoint of importers of creosote
oil and users of this important wood preservative, as well as
by representatives of American manufacturers of wood
preservatives.

Northern White Cedar Association

The twentieth annual meeting of the Northern White
Cedar Association will be held in the Empire room of the
Hotel Radisson at Minneapolis, Minn., on Jan. 13 and 14.
Among the topics to receive attention will be the matter of
publicity for Northern white cedar products, in line with
similar action by allied lumber interests. Plans will also
take form for educating the trade to the advantages of deal-
ing with its members, who sell only to recognized dealers,
affording the greatest possible protection on purchases with
a practical guarantee of quality.

ANNUAL REPORT

San Francisco-Oakland Terminal Railways

The comparative statement of income, profit and loss of
the San Francisco-Oakland Terminal Railways, Oakland,
Cal., for the fiscal years ended June 30, 1914 and 1915,
follows:

1915 1914

Operating revenue $4,341,891 $4,515,798

Operating expenses, including maintenance $2,845,728 $2,929,920
Taxes and licenses 251,882 239,000

Operating income $1,244,280 $1,346,877

Miscellaneous income 74,555 125,963

Total income before charging interest and

depreciation of road equipment $1,318,835 $1,472,841

Interest on bonds and notes 1,101,111 1,057,499

Balance $217,723 $415,341

The decrease in gross earnings was principally caused by
jitney bus competition during the first six months of 1915,
which, it is estimated, diverted from the company at least
$150,000 in revenue for this period. Had, it not been for
the jitneys, the operating revenues of the company would
have been substantially up to those of the preceding year,
the decrease being $173,907. Operating expenses were re-
duced $84,191, but taxes were larger by $12,881 and there
also was a decrease of $51,408 in miscellaneous income, so
that the total income fell off $154,005. Interest on bonds
and notes increased $43,612, and the surplus for the year
was $217,723, as compared with $415,341 for the preceding
year, a decrease of $197,618.

The special charges against surplus during the year in-
cluded $89,338 for depreciation on equipment, in accordance
with the reauirements of the Interstate Commerce Commis-
sion, and $96,318 reserve for advances to the Oakland Term-
inal Company. With $78,000 of interest charged to capital
assets, the company carried $110,120 to profit and loss for
the year. In previous years it had carried on its books
credits for rebates on the contract for power with the
United Light & Power Company, but, as it was found im-
possible to collect these rebates, the practice was discon-
tinued during the last year and the credits theretofore
set up were written off. If this method had been fol-
lowed for the year ended June 30, 1914, operating expenses
for the last fiscal year would have shown a reduction of
$140,825 instead of $84,191, and the operating income would
have shown a decrease of only $55,963 instead of $102,597.

The company also discontinued the policy of capitalizing
interest on non-operative rights of way, as well as the
policy of charging non-operative real estate properties
with interest at 6 per cent. These two changes resulted
in decreasing the amount of miscellaneous income. The
balance sheet of the company showed an increase of $1,122,-
385 in property account, of which $1,010,437 was in road
and equipment valuations. Most of these additions were
on account of the new terminal and pier improvements,
funds for which were provided in 1912. The funds on hand
June 30, available for construction expenditures, amounted
to $210,441, most of which consisted of the balance de-
posited in trust for the pier improvements. Substantially
all of this has been expended since the close of the fiscal
year.

It is said that progress is being made in the reorganiza-
tion and the refinancing of the company and its subsidiaries,
and the change in the contract for power, by which it
will obtain a materially lower rate through the new con-
tract with the Consolidated Electric Company, will result in
further decreasing operating expenses. In case the pro-
posed reorganization plan can be carried out, it is ex-
pected that the current fiscal year will show much improved
earning power.

While the reorganization committee has not yet com-
pleted details of the plan, it will make the following
provisions: The funded debt of the company will not be

January 1, 1916] ELECTRIC RAILWAY JOURNAL

57

scaled down; F. M. Smith will retain his stock equity;
the $3,600,000 of Oakland Railways and Oakland Terminal
notes will be extended; the new first mortgage bond issue
will cover the operative properties to an amount to be
later determined; the second mortgage bonds will have a
prior lien on the non-operative properties to an amount to
be later determined; at least six and possibly eight of the
existing mortgages will be provided for in the new first
motrgage bonds at par, and the remaining mortgages will
receive a percentage in new first mortgage bonds and a
percentage in new second mortgage bonds, these percen-
tages to be determined later.

The six issues which will receive par for par in new first
mortgage bonds aggregate $6,235,000, and the issues which
will receive a percentage of both first and second mortgage
bonds aggregate $7,563,000. The lowest percentages which
have been considered in relation to any issue of the lower
class bonds is 25 per cent in first mortgage bonds and 75
per cent in second mortgage bonds. The period for ex-
tending the Oakland Railways and the Oakland Terminal
notes, both of which matured in 1912, is tentatively fixed
at five years.

ST. LOUIS EARNINGS DECLINE
President McCulloch Estimates Decrease of $800,000 in Gross
for 1915 — General Depression and Drastic Service
Regulations Said to Be the Causes

The gross earnings of the United Railways of St. Louis
will be approximately $800,000 less for 1915 than for 1914,
according to an official statement by President Richard Mc-
Culloch. The gross earnings of the company in 1914 were
$12,450,924, and the net earnings from operations totaled
$3,038,395. In commenting upon this showing President
McCulloch says:

"The last year has been one of the most difficult in the
history of the company. The financial depression caused by
the war, resulting in the closing down of shops and factories
and the curtailment of buying, forced a large number of
men out of employment. When men are out of employment
they do not ride; neither do their families ride. This natu-
rally affected adversely the earnings of the company. In
the face of the estimated decrease of $800,000, exactions in
regard to service made by the Public Service Commission
in its order early in the year, were particularly onerous.
The standard of service which it set for the company was
more drastic than has been required in any other American
city by a regulating commission."

Circuit Judge Anderson recently affirmed the referee's
report requiring that eight stockholders of the old St. Louis
Transit Company, including the United Railways of St. Louis,
must prorate a $45,119 judgment against the old company
according to the amount of their unpaid stock subscriptions.
The United Railways of St. Louis had pleaded that it was
not responsible for accident claims against the old company,
which it owns, but suit was brought by interests who had
bought up various claims, to force the stockholders of the
old company to pay for their stock in full, thereby creating
funds to meet the claims. Previous reference to this case
was made in the Electric Railway Journal of July 17.

SECURITIES FOR SAVINGS BANKS

The Massachusetts Public Service Commission has trans-
mitted to the Bank Commissioner the following list of local
street railways whose bonds are legal investments for sav-
ings banks: Boston & Revere Electric Street Railway, East
Middlesex Street Railway, Fitchburg & Leominster Street
Railway, Holyoke Street Railway, Springfield Street Rail-
way, Union Street Railway (of New Bedford), West End
Street Railway, Worcester Consolidated Street Railway and
Boston Elevated Railway. The statutes do not require the
commission to determine whether or not the provisions for
maintenance and depreciation made by the companies have
been adequate. The general intent, however, is that a com-
pany cannot qualify in the list unless it has annually earned
and properly paid, without impairment of assets or capital
stock, an amount in dividends equal to at least 5 per cent
upon its outstanding capital stock in each of the five pre-
ceding years.

MICHIGAN RAILWAY LEASES LINES
Under New Arrangement Company Operates Directly
About 550 Miles of Road, with 50 Miles to Be Added

The Michigan Railway, which built and has operated the
third-rail 2400-volt line between Grand Rapids and Kala-
mazoo, Owosso and Bay City, Mich., and which also has
operated the interurban road between Flint and Saginaw
and Bay City, Mich., has leased the roads previously
operated by the Michigan United Traction Company, ex-
tending from Kalamazoo to Jackson and Grass Lake and
from Jackson to Lansing and Owosso. It has also leased
and will operate the lines of the Grand Rapids, Holland
& Chicago Railway, extending from Grand Rapids to
Holland, Mich., and other Black Lake points, from which
there is direct boat connections to Chicago and points on
the west shore of Lake Michigan. Under the new ar-
rangement, effective on Jan. 1, all of the roads will be
operated as one property, under the active supervision of
John F. Collins, vice-president and general manager. Gen-
eral office and headquarters will be maintained at Jackson.
A previous statement regarding the relationship of these
companies was published in the Electric Railway Journal
of Oct. 9.

These developments will result in the company having
one of the largest interurban railway properties in the
United States, comprising about 550 miles of road. Its
mileage will be increased to more than 600 miles when the
connecting links from Owosso to Flint and Owosso to
Saginaw are completed. The new plan will standardize and
systematize all the lines. The company plans to do a gen-
eral railway business, including fast freight and express
and a high-grade passenger service. The management
will continue its policy of developing the road to its largest
possibilities, including the carriage of car-load freight, and
physical connection and interchange of traffic with steam
roads. The company is a subsidiary of the Commonwealth
Power, Railway & Light Company, and is under the man-
agement of Hodenpyl, Hardy & Company, New York.

Birmingham Railway, Light & Power Company, Birming-
ham, Ala. — The directors of the Birmingham Railway, Light
& Power Company have declared a semi-annual dividend
of 3 per cent on the preferred stock, payable on Dec. 30
to holders of record on Dec. 24. This payment marks a
resumption of dividends, which were suspended for both
preferred and common stock in June, 1915, owing to business
depression.

Cincinnati, Dayton & Toledo Traction Company, Hamilton,
Ohio. — In response to the request of the Ohio Electric Rail-
way that its lease of the Cincinnati, Dayton & Toledo Trac-
tion Company be modified, a number of bondholders of the
latter company recently met in Cincinnati to discuss the
matter. One of the bondholders suggested that a syndicate
be formed to take over the $2,700,000 of outstanding con-
solidated mortgage twenty-year gold 5 per cent bonds at
their market value, 70, a payment of 10 per cent of the
purchase price to be made in cash and the remainder to be
covered by collateral trust bonds secured by the entire pres-
ent issue of bonds purchased by the syndicate. At 70 the
outstanding bonds would aggregate $1,890,000. A deduc-
tion of 10 per cent of this amount, or $189,000, would leave
a balance of $1,701,000 to be distributed to the bondholders
in collateral trust bonds. On the new bonds the interest
charge would be $85,050 instead of $135,000, which the Ohio
Electric Railway is now paying. It is said that this pro-
posal will be considered. A previous modification of the
lease was made on June 23, 1913.

Cities Service Company, New York, N. Y. — By virtue of
the recent financing through the sale of $5,000,000 of pre-
ferred stock and $2,500,000 of common stock to a syndicate
for $5,000,000 in cash, as noted in the Electric Railway
Journal of Nov. 20, the Cities Service Company is now in
a position to liquidate all its floating obligations. When
this has been accomplished, the only obligations prior to the
preferred stock will be $7,000,000 of 7 per cent notes to
mature in 1918, with the exception of such convertible
debentures and debenture certificates as may not be con-
verted. Under the new financing the company will have

58

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 1

outstanding on Jan. 1, 1916, a total of $31,168,426 of 6 per
cent preferred stock, and in addition there will be outstand-
ing $2,354,994 of 5 per cent debentures convertible into 100
per cent preferred and 25 per cent common stock, and $1,-
323 567 of certificates exchangeable for similar debentures.
With all debentures and certificates converted there would
be outstanding $34,847,751 of preferred stock. Following
this is $17,218,380 of common stock, which with the con-
version of all debentures and certificates will be increased
to $18,138,211. According to the official circular of the
company, it appears certain from the rapidly growing earn-
ings of subsidiaries that even with the increased issues a
better showing will be made in 1916 for the preferred stock,
and the common stock as well, than in 1915. The deben-
tures which the company will issue to liquidate the 9 per
cent accrued dividends on its preferred stock up to Jan. 1,
preparatory to resuming the cash dividends on Feb. 1, will
be known as Series A 5 per cent convertible gold deben-
tures, dated Jan. 1, 1916, and maturing on Jan. 1, 1966.
They will be callable at any interest date at 102 and interest
on thirty days' notice. The amount of debentures of the
present series to be issued is $5,000,000, of which above the
amounts to be distributed about $1,321,400 will be held in
the treasury. The issue of additional debentures is made
contingent upon specific rates of earnings.

Clarksville & Dunbar Cave Railway, Clarksville, Tenn. —

Pursuant to a decree of foreclosure in the case of Robert
Parks, trustee, against the Clarksville & Dunbar Cave
Railway, the property of this company has been sold at a
commissioner's sale for $3,000. E. B. Hamilton, repre-
senting the bondholders, was the only bidder. Immedi-
ately after the sale an order was issued on behalf of the
bondholders that all operations of the defunct corporation
should immediately be discontinued. According to informa-
tion available at Clarksville, it is the intention to scrap or
remove the plant unless there should be some immediate
developments in the direction of purchase for continued
operation by other interests. The railway is said never to
have been profitable to the owners. The appointment of a
receiver for the property was noted in the Electric Rail-
way Journal of Dec. 4.

Cleveland, Youngstown & Eastern Railway, Cleveland,
Ohio. — The Chagrin Falls & Eastern Railway division of
the Cleveland, Youngstown & Eastern Railway was sold at
foreclosure in 1915 by order of the court, and all the rails,
trolley wires, etc., were sold for salvage. The remaining
division, from Cleveland to Chagrin Falls, is now operated
as the Cleveland & Chagrin Falls Railway.

Connecticut Company, New Haven, Conn. — Leonard M.
Daggett has been appointed as one of the trustees of the
Connecticut Company to succeed the late W. W. Hyde.

Dominion Power & Transmission Company, Ltd., Hamil-
ton, Ont.— On Dec. 15 the last payment of one-half of 1
per cent, making a total of 10 per cent, was made on the
$5,100,000 of limited preference stock of the Dominion
Power & Transmission Company, Ltd., thereby making this
common stock.

Empire United Railways, Inc., Syracuse, N. Y.— State-
ments have recently appeared in the Syracuse local papers
to the effect that the Loasby bondholders' protective com-
mittee will oppose the retention of C. D. Beebe as head of
the company. This report is in accord with the announce-
ment of the committee noted in the Electric Railway Jour-
nal of Dec. 25, in which it was said that the committee was
not inclined to favor any plan of reorganization contemplat-
ing a continuance of the present "management." It is un-
derstood that these reports concern merely the financial
management, and no change in the physical or operating
management is intended.

Glenuale & Montrose Railway, Los Angeles, Cal. — The
California Railroad Commission has issued an order setting
a valuation upon the operative property of the Glendale &
Montrose Railway. The production cost, less depreciation,
is fixed at $189,408.

International Railway, Buffalo, N. Y.— The ten Buffalo &

Niagara Falls Electric Railway second mortgage sinking
fund bonds of July 1, 1896, amounting to $10 000, have been
called for payment on Jan. l'at 105 and interest at the
Bankers Trust Company, New York.

International Traction Company, Buffalo, N. Y. — The

initial dividend of seven-eighths of 1 per cent has been
declared on the new $5,000,000 of 7 per cent cumulative pre-
ferred stock of the International Traction Company to-
gether with a dividend of one-half of 1 per cent on the old

4 per cent preferred stock, both payable on Jan. 15 to holders
of record on Jan. 3.

Lancaster & York Furnace Street Railway, Millersville,

Pa. — The Lancaster County Court, it is reported, has been
asked to appoint a receiver for the Lancaster & York Fur-
nace Street Railway. As noted in the Electric Railway
Journal of July 24, the company defaulted the July 1 in-
terest payment on its $150,000 of first mortgage 5 per cent
twenty-year gold bonds of 1908.

Lehigh Valley Transit Company, Allentown, Pa. — For the

year ended Nov. 30 the Lehigh Valley Transit Company
reports the largest earnings in its history. Gross revenues
from operation increased from $1,869,006 to $2,056,875, an
amount of $187,869 over the previous year, and the net
revenue increased from $816,313 to $926,040, or $109,727.
The net income of the company increased $115,266, or more
than 37 per cent. This is equal to the full 5 per cent on
the preferred stock and nearly 3 per cent on the common.
It is said that the net income as given in the above prelim-
inary figures is substantially the same as will be shown in
the final report. The company closed its year with no float-
ing debt and with more cash and liquid assets than ever be-
fore.

Lima-Honeoye Light & Railroad Company, Avon, N. Y. —

The property of the Lima-Honeoye Light & Railroad Com-
pany is to be sold at foreclosure in Rochester, N. Y., on
Jan. 31. The appointment of the receiver, C. F. Bown, 19
Elwood Building, Rochester, was noted in the Electric
Railway Journal of Dec. 4.

Little Rock Railway & Electric Company, Little Rock,
Ark. — The directors of the Little Rock Railway & Electric
Company have declared semi-annual dividends of 1 per cent
on the $2,000,000 of common stock and 3 per cent on the
$750,000 of preferred stock, payable on Jan. 1, the stocks
beir.g ex-dividend on Dec. 18. The previous semi-annual
payments on the common stock have been at the rate of

5 per cent each.

Memphis (Tenn.) Street Railway. — The Memphis Street
Railway announced that it would pay at maturity on Jan. 1
$906,000 of Citizens' Street Railway first mortgage bonds of
1887 out of part of the proceeds from the recent sale of
two issues of gold notes.

New York (N. Y.) Railways. — In order to bring to an end
the litigation arising out of the New York City Railway
and the Metropolitan Street Railway receiverships the New
York Railways has acquired the claims of the principal
general creditors against the New York City Railway upon
the basis of 45 per cent of the face amount of the claims.
The company now offers to acquire the claims of all creditors
which have not been acquired under the plan of reorganiza-
tion of the Metropolitan company upon the basis of 50 per
cent of the face amount allowed by the special master. Pay-
ment will be made on Jan. 15, provided the offer be accepted
before that date, and approved assignments and releases be
executed. The Guaranty Trust Company is asking for the
deposit of assignments. Judge Lacombe in the United States
Court recently took a step toward winding up the liti-
gation over the old Metropolitan Street Railway in render-
ing an opinion in which he denied a motion to permit M. G.
Palliser to intervene. Mr. Palliser in November, 1907, was
appointed ore of three receivers in the State Supreme Court,
the others being Messrs. Dougherty and Fuller. They never
succeeded in getting possession of the properties, which
were administered by federal receivers. Messrs. Dougherty
and Fuller recently resigned, and the judge found no reason
to permit Mr. Palliser's intervention in the federal litigation
after a lapse of eight years.

Northern Ohio Traction & Light Company, Akron, Ohio. —

It is reported that B. Mahler, who for many years has been
connected with the Northern Ohio Traction & Light Com-
pany, has sold his holdings in that corporation and resigned
from the board of directors, in order to be able to devote
more time to large real estate holdings.

January 1, 1916] ELECTRIC RAILWAY JOURNAL 59

Oakland, Antioch & Eastern Railway, Oakland, Cal. — The

California Railroad Commission has bsued an order author-
izing the Oakland, Antioch & Eastern Railway to issue notes
to certain stockholders who have advanced $90,911 to the
company, and secure the same by pledge of bonds on a basis
of 80 per cent face value of notes to 100 per cent face value
of bonds.

Oklahoma Union Traction Company, Tulsa, Okla. — The

foreclosure sale of this company previously noted in these
columns covered only the 5 miles of city track, which sec-
tion was taken over by the newly organized Tulsa Traction
Company, as stated in the issue of Sept. 18. It is said that
the 15-mile interurban line under construction is still in the
hands of the Oklahoma Union Traction Company.

Omaha & Lincoln Railway & Light Company, Ralston,
Neb. — The Nebraska State Railway Commission recently
authorized the Omaha & Lincoln Railway & Light Company
to issue $158,000 of additional securities, divided as follows:
$125,000 of bonds, $22,000 of preferred stock and $11,000 of
common stock. The original application asked for $175,000
but was later scaled to $160,000. The issues cover improve-
ments and indebtedness.

Pacific Electric Railway, Los Angeles, Cal. — The Pacific
Electric Railway ha-3 been granted authority by the Cali-
fornia Railroad Commission to issue $1,402,278 of refunding
fifty-year bonds and an extension of time until July 1, 1916,
to issue $1,734,721 of bonds. The first amount is a portion
of the $2,942,000 bond issue approved by the commission on
Nov. 23, 1914, and the second a portion of the issue of
$6,839,000 approved by the commission on April 8, 1913.

Pittsburgh, McKeesport & Westmoreland Railway, Mc-
Keesport, Pa. — Information just now available shows that
the Pittsburgh, McKeesport & Westmoreland Railway was
sold at foreclosure last June to interests identified with the
Union Trust Company of Jersey City. This company was
sold in February, 1913, but the purchaser did not make the
required payments and James E. Secrist continued as re-
ceiver. A previous reference to this company was made in
the Electric Railway Journal of April 24.

Public Service Corporation of New Jersey, Newark, N. J.
— The financial statement issued by the Public Service
Corporation of New Jersey for November shows a gross
increase in total business of $307,664 or 10.10 per cent.
The balance available — after payment of operating ex-
penses, fixed charges, sinking fund requirement, etc. — for
amortization, dividends and surplus, was $477,204, and the
increase in surplus available for dividends over the corre-
sponding month of 1914 was $56,739. For the eleven
months ended Nov. 30, 1915, the gross increase in total
business was $1,435 506, a percentage of increase of 4.42.
The balance available for amortization, dividends and sur-
plus was $3,472,337, while the increase in surplus available
for dividends was $218,244.

San Francisco (Cal ) Municipal Railways. — The Board of
Supervisors has issued a report showing that the actual re-
ceipts from all sources for the city railway fund of the
San Francisco Municipal Railways from Dec. 27, 1913, to
Nov. 1, 1915, were $3,545 066. The exnenditures totaled
$1. 895.289, leaving excess receipts of $1 649 776. Transfers
from this amount were made as follows: Stockton Street
tunnel fund, $48 971; land purchased for Church Street line,
$82-510; depreciation fund, $629 769; accident insurance
fund, $36 219; investment fund, $200 000. and interest on
redemption fund, $542,250; total, $1,521,720. The balance
after these transfers was $128 055. From the investment
fund of $200 000, city bonds which mature next July were
purchased to the amount of $123 500. leaving $76,500 in the
fund. From the $629,769 depreciation fund, $551,349 was
also taken for investment in city bonds, leaving in the fund
a balance of $78,420.

San Francisco, Napa & Calistoga Railway, Napa, Cal. —
The California Railroad Commission has issued an order
setting the reproduction cost less depreciation of the San
Francisco, Napa & Calistoga Railway at $1,010,846.

San Joaquin Light & Power Corporation, Bakersfield,
Cal. — The San Joaquin Light & Power Corporation has ap-
plied to the California Railroad Commission for authority
to renew six promissory notes for a total of $86,722, at
from 6 per cent to 7 per cent.

Southeastern Ohio Railway, Light & Power Company,
Zanesville, Ohio. — The Southeastern Ohio Railway was in-
corporated on Dec. 22 with a capital stock of $800,000 to
take over the property of the Southeastern Ohio Railway,
Light & Power Company, which operates a line between
Zanesville and Crooksville. Of the stock of the new com-
pany $400 000 is to be paid for the property and the re-
mainder will be used in extending the line from Crooksville
to New Lexington, a distance of 10 miles. The appoint-
ment of a receiver for the old company was noted in the
Electric Railway Journal of May 15.

Third Avenue Railway, New York, N. Y.— F. W. Whit-
ridge, president Third Avenue Railway, has recommended
that the board of the company authorize the appointment of
a committee to consider the matter of arranging for the
conversion of the company's 5 per cent bonds into stock.
He stated that by the end of December it will be possible
with the funds in the depreciation account to purchase all
the bonds remaining in the possession of the Central Trust
Company as of Jan. 1, which were recently authorized by
the Public Service Commission. "During the first six
months of this year," said Mr. Whitridge, "the company will
net more than $500,000. It will have in the depreciation
fund $2,500,000 of 4 per cent bonds and in the general fund
$1,125,000 in cash. This last amount will suffice to pay for
all the extra work the company will be called upon to do
for at least two years, and also will provide for any defi-
ciency in the amount necessary to pay the dividends on the
capital stock. Assuming, of course, that the monthly pay-
ment into the depreciation funds shall hereafter cease until
that fund shall have been depleted by expenditures to make
up for the depreciation, I think it desirable that the board
should officially proclaim that this depreciation fund is not
applicable to the payment of dividends."

Washington (D. C.) Interurban Railway. — Gustave Herre,
Brooklyn, N. Y., on Dec. 23 purchased the Washington In-
terurban Railway from the receivers for $25,000. Mr. Herre,
it is stated, was representing some of the bondholders, and
the purchase was made with the idea of continuing the
operation of the line. Previous notes regarding this com-
pany were published in the Electric Railway Journal of
July 31 and Dec. 4.

Youngstown & Ohio River Railroad, Leetonia, Ohio. — The

directors of the Youngstown & Ohio River Railroad have
declared an extra dividend of one-fourth of 1 per cent along
with the regular dividend of 1% per cent payable on Dec. 20
to holders of record on Dec. 15. This company has been
authorized by the Ohio Public Utilities Commission to issue
$200,000 of twenty-year first mortgage bonds to refund other
securities.

DIVIDENDS DECLARED

Athens Railway & Electric Company, Athens, Ga., quar-
terly, 1% per cent, preferred.

Birmingham Railway, Light & Power Company, Birming-
ham, Ala., 3 per cent, preferred.

Chicago City & Connecting Railways, Chicago, 111., 75
cents, preferred certificates.

Chicago (111.) City Railway, quarterly, 2 per cent.

Cincinnati, Newport & Covington Light & Traction Com-
pany, Covington, Ky., quarterly, 1% per cent, preferred;
quarterly, lVz per cent, common.

City Railway, Dayton, Ohio, quarterly, 1% per cent, pre-
ferred and common.

Elmira Water, Light & Railroad Company, Elmira, N. Y.,
quarterly, 1% per cent, first preferred; quarterly, 1% per
cent, second preferred.

Halifax (N. S.) Electric Tramway, Ltd., quarterly, 2
per cent.

Honolulu Rapid Transit & Land Company, Honolulu,
Hawaii, quarterly, 2 per cent.

International Traction Company, Buffalo, N. Y., seven-
eighths of 1 per cent, first preferred; one-half of 1 per cent,
preferred.

Kentucky Securities Corporation, Philadelphia, Pa., quar-
terly, IV2 per cent, preferred.

/

60

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 1

• Little Rock Railway & Electric Company, Little Rock,
Ark., 3 per cent, preferred; 1 per cent, common.

London (Ont.) Street Railway, 3 per cent.

Nashville Railway & Light Company, Nashville, Tenn.,
quarterly, 1% per cent, preferred.

Porto Rico Railways, Ltd., Toronto, Ont., quarterly, 1%,
per cent, preferred.

Public Service Corporation of New Jersey, Newark, N. J.,
quarterly, 1% per cent.

Republic Railway & Light Company, New York, N. Y.,
quarterly, iy2 per cent, preferred.

Scioto Valley Traction Company, Columbus, Ohio, quar-
terly, 1 14 per cent, first preferred and preferred.

Second & Third Streets Passenger Railway, Philadelphia,
Pa., quarterly, $3.

South Carolina Light, Power & Railways Company, Spar-
tanburg, S. C, quarterly, 1 y2 per cent, preferred.

Tri-City Railway & Light Company, Davenport, Iowa,
quarterly, iy2 per cent, preferred; quarterly, 1 per cent,
common.

Virginia Railway & Power Company, Richmond, Va., 3 per
cent, preferred.

Western Ohio Railway, Lima, Ohio, quarterly, 1% per
cent, first preferred.

ELECTRIC RAILWAY MONTHLY EARNINGS

Period

Operating Operating Operating Fixed Net
Revenues Expenses Income Charges Income

ATLANTIC SHORE RAILWAY, KENNEBUNK, ME.
lm., Nov., '15 $23,678 $20,295 $3,383 $606 $2,777

1 I* 24,267 26,025 tl.758 643 h.401

AMERICAN RAILWAYS, PHILADELPHIA, PA.
lm.. Nov., '15 $455,364
1 14 435,945

11 15 4,924,016 . .

12 14 5,974,870

HOUGHTON COUNTY TRACTION COMPANY, HOUGHTON,

MICH.

lm., Oct.

1 "
12 "
12 "

'14
'14
'15
'14

$23,033
21,226
268.003
282,090

•$13,053
*13,621
♦160,260
•181,843

$9,980
7,605
107,743
100,247

NORTHERN TEXAS ELECTRIC COMPANY,

TEX.

$5,522 $4,458

5,605 2,000

66,681 41,062

67,105 33,142

FORT WORTH,

lm.,

1 "
12 "
12 "

Oct.

PADUCAH

lm., Oct.,

1 "
12 "
12 "

'15 $181,515 *$95,641 $85,874

'14 184,028 »93,382 90,646

'15 1,730,710 '1,038,188 692,522

'14 2,133,564 *1, 191, 454 942,110

TRACTION & LIGHT COMPANY, PADUCAH, KY.

$27,715 $58,159

26,565 64,081

330,119 362,403

310,103 632,007

'15
'14
'15
'14

$25,313
26,099
289,478
305,397

•$15,337
♦16,076
•180,484
•195,423

$9,976
10,023
108,994
109,974

$7,511

7,569
91,595
91,522

$2,465
2,454
17,399
18,452

1 "
12 "
12 "

PENSACOLA (FLA.) ELECTRIC COMPANY

lm.,Oct., '15 $22,386 *$13,026 $9,360 $7,082 $2,278

'14 19,818 •13,540 6,278 7,346 tl,068

'15 249,557 •146,263 103,294 86,375 16 919

•14 274,860 ♦174,513 100,347 86,440 13'.907

PHILADELPHIA (PA.) RAPID TRANSIT COMPANY

lm., Nov., '15 $2,136,746 $1,192,258 $944,488 $815,532 $128 956

1 14 1,959,824 1,138,109 S21.715 806,903 14 812

5 ' " '15 10,203,500 5,722,268 4,481,232 4,080,295 400 937

5 14 9,870,600 5,696,067 4,174,533 4,040,939 133,594

PUGET SOUND TRACTION, LIGHT & POWER COMPANY,
SEATTLE, WASH.

lm.,Oct., '15 $641,413 '$391,703 $249,710 $182,912 $66 798

1 14 711,000 •412,550 298,450 177,850 120,600

12 15 7,620,427 *4, 754, 318 2,866,109 2,170,491 695,616

12 " " '14 8,589,893 •5,047.956 3,541,937 2,113,183 1,429,754

REPUBLIC RAILWAY & LIGHT COMPANY, NEW YORK, N. Y.

lm., Nov., '15 $289,151 *$167,266 $121,885 $58,838 ±$63,547

1 14 241,625 *153,065 88,560 56,005 ±34,126

11 15 2, 800.42S *1, 706, 192 1,094,236 635,884 ±460,142

11 14 2,741,626 *1,703 810 1,037,816 620,510 t420,855

SAVANNAH (GA.) ELECTRIC COMPANY

lm., Oct.

1 "
12 "
12 "

lm., Oct.,

1 "
12 "
12 "

'15
'14
•15
•14

$67,962
67,529
800,410
847,093

•$44,492
•45,384
•519,859
•562,803

$23,470
22,145
280,551
284.290

$23,273 $197

23,079 f934

278,552 1,999

274,495 9,795

TAMPA (FLA.) ELECTRIC COMPANY

•15
•14
•15
•14

$84,803

S3.008
978.006
973,427

•$42,938
•43,227
•498,264
•528,239

$41,865
39,781
479,742
445,188

$4,211 $37,654

4,459 35,322

52,504 427,238

55,480 389,708

Traffic and Transportation

DETROIT SKIP-STOPS DISCONTINUED
Company Lays Its Case Before the Public in a Statement
Dealing With the Matter

The Detroit (Mich.) United Railway has discontinued the
skip-stop on Woodward Avenue. The cor pany has made a
statement about the matter in part as follows:

"The Detroit United Railway stands ready to resume the
skip-stop plant of street car operation on Woodward Ave-
nue any time the authorities agree, and we sincerely trust
that the authorities will see in the plan, as we see and as
the police department sees, its excellence as a method of
cutting down congestion as well as giving the patrons a
faster and safer ride.

"We think that the agitation against the plan, because of
the fear that a reduction in the number of stops in the
heart of the city would create grave injury to certain busi-
ness institutions, was not well founded.

"A store's business does not come primarily because the
store is located on a corner where the car stops, as witness
the fact that stores in the middle of the block, and in front
of which cars do not stop, are equally successful in their
trading. If car stops seriously affected a shop's business,
and if the shop's business were the first factor to be con-
sidered, then the car should stop in front of every store.

"The function of the car is to carry its riders as safely,
as speedily and as regularly as it can. The necessity of
reducing the number of stops in the heart of the city is
founded on this: As water cannot flow out of the bottle
any faster than the size of the neck will permit, so street
cars cannot reach points beyond until after they get through
the congested districts. If only ten cars can pass Adams
Avenue within a period when twenty are needed, then only
those ten can serve the people to points beyond Adams
Avenue.

"In addition to relieving car congestion and giving the
people faster riding, the skip-stop plan is also a safety
measure in that it greatly reduces the number of places
where people move between the sidewalks and the safety
zones, and hence cuts down the possibilities of coming in
contact with cross traffic.

"Conclusive proof that the skip-stop plan produced a
material reduction in running time is shown in some checks
made recently of the operation of Woodward cars."

Although the Common Council discontinued the skip stop
on the Woodward line, after three days' trial, the matter is
to come up again shortly. Protests against the discontinu-
ance of the skip stop to some of the Aldermen resulted in a
reference of the whole matter of faster transportation, re-
routing and extensions to the Street Railway Commission,
which is to make recommendations to the Council. The
commission will go over the recent traffic survey of Barclay
Parsons & Klapp, New York engineers, and will make recom-
mendations based upon their report.

•Includes taxes. tDeficit. ^Includes non-operating income.

AN INTERURBAN SAFETY CRUSADE

J. R. Harrigan, manager of the Kansas City, Clay County
& St. Joseph Railway, has extended the safety-first work
to the schools of Platte and Clay Counties, through which
the interurban runs. For more than a year the organiza-
tion under Mr. Harrigan has been doing effective educa-
tional work along the lines of safety first among the train-
men and other employees. The safety society of the road
has forty members. There are talks at meetings, and as
previously mentioned in the Electric Railway Journal
recently there were specific prizes for trainmen with the
best accident records. It seemed that the time was ripe
for spreading the safety doctrine among the people of the
communities served. The school boards of the counties
granted the privilege of safety meetings at the public
schools, and a series of such meetings was arranged. The
first sessions were held recently at several schools in the
two counties, and further programs are being outlined

January 1, 1916]

ELECTRIC RAILWAY JOURNAL

61

which will include all the schools. After every institution
has had one meeting, the list will be gone over again.

While the direct purpose of the meetings is to educate
the children to keep away from the tracks and cars, an
incidental result is the enhancement of public acquaintance
with the road and its operators, thus creating a closer bond
of sympathy between the patrons and the railway. Mr.
Harrigan is having buttons made for distribution among
the children, modeled after the Safety-first buttons specially
designed and made for the employees of the railway, on
which will be the words "Stop — Look — Listen." The dis-
tribution of speakers during the first week of the educa-
tional campaign indicates the method employed in arrang-
ing programs as follows:

Liberty — J. R. Harrigan, general manager, high school;
Lester Hall, attorney for the road, and J. H. Miller, gen-
eral passenger agent, ward schools; Tom Lothen, negro
porter at the Kansas City station, school for negro children.

Excelsior Springs — James S. Simrall of Liberty, prose-
cuting attorney of Clay County; Justin D. Bowersock, at-
torney for the road; R. S. Mahan, claim agent; W. S. Tor-
ley, auditor; Frank Munagle, publisher of the Electric
Railway Trainman, ward schools.

North Kansas City — D. A. Miller, local attorney.

Avondale — J. A. Weimer, superintendent of transporta-
tion.

Camden Point — Dr. F. H. Matthews, surgeon for the road.
Dearborn — J. F. Holman, general freight agent.
Lone Star — R. S. Mahan, claim agent.
Fawcett — C. W. Fort, general superintendent.

DETROIT PASSES CAR CAPACITY ORDINANCE

An ordinance to limit the number of passengers which
may be carried on a street car at any one time, based upon
an allowance of 30 cu. ft. of air space to each passenger,
has been passed by the Common Council of Detroit, Mich.,
and signed by the Mayor. The only exception in the ordi-
nance is that it shall not apply where cars of a line are
operated under a half -minute headway or less.

The Detroit United Railway protested to the Mayor that
the ordinance should not be signed by him on the ground
that under operating conditions in Detroit the riders would
suffer severely under its provisions. At a hearing before
Mayor Marx, it was agreed that the ordinance should not
apply to the rush hour and its provisions will not be en-
forced until the authorities have done something towards
re-routing and providing extension to relieve present con-
gested conditions.

The measure has been passed as a health ordinance, but
the company pointed out the inconsistency of considering
cars operating twenty-nine seconds apart as sanitary irre-
spective of the load while when operating thirty-one sec-
onds apart conditions are unhealthful if 30 cu. ft. of air
space is not allowed each passenger.

SAFETY PRECAUTIONS BY AUTO DRIVER AND
MOTORMAN

In its campaign against recklessness in automobile driv-
ing the San Pedro, Los Angeles & Salt Lake Railroad
(steam) is making very effective use of a short treatise on
this subject by Howard Elliott, secretary of its safety and
efficiency committee. Among other things Mr. Elliott says:

"If auto drivers were as careful as street car drivers,
collisions between automobiles and trains would be as rare
as those between trains and street cars. Before a trolley
car crosses a steam road at grade, where there is no human
flagman, one member of the crew goes forward, looks both
ways and listens. Suggest this procedure to the auto
driver and he smiles. Yet there are more and stronger
reasons why the auto driver should be more careful than the
motorman.

"The motorman is prohibited from talking to passengers.
There is no such prohibition for auto drivers. The motor-
man must pass a rigid examination as to eyesight, hearing,
steadiness of nerve and sobriety. The auto driver is sub-
jected to no such test. To the street car employee the
passengers are so many 'persons.' Perhaps he could call
none of them by name. Yet he protects his charges with
extraordinary care. The law demands it, the rules of his
company require it, and his best judgment dictates it. The

autodriver's passengers are usually his kith and kin. Their
lives are as precious to him as his own. If one should die,
his heart would bleed. Yet he races across a railway track
looking neither to right nor to left (as careful observation
shows a vast majority do) and then calls unreasonable and
unnecessary for his adoption those precautions which street
railway companies take to safeguard the lives of those in
whom they have only a passing interest."

WASHINGTON CHRISTMAS ENTERTAINMENT

Nearly 2000 children gathered at the National Theater,
Washington, D. C, early on the afternoon of Dec. 27 and cel-
ebrated Christmas all over again, the occasion being the fif-
teenth annual Christmas festival of the Washington Railway
& Electric Company and the Potomac Electric Power Com-
pany for the children of the employees. The feature of the
entertainment was a series of Mother Goose tableaux and
character dances produced under the direction of Cora B.
Shreve,' in which fifty of the company children participated,
in addition to a number of Miss Shreve's pupils. The pro-
gram also included vaudeville acts from local theaters.
Gifts were distributed to the children.

Directors of the two companies and several invited guests
were present. President Clarence P. King said in part:

"To-day is our children's day, and I represent them. This
is the house of representatives — representing the home life
of the Washington Railway & Electric Company and the Po-
tomac Electric Power Company employees. The children bid
me tell you that they have heard a lot about hard times,
trouble, aches and pains, etc., during the past year, but that
they do not mind little things such as colic, measles, mumps,
whooping-cough, chilblains, stone bruises, and are here to-
day in the' full vigor of life, filled with the Christmas spirit.
They want all of you grown-up people to have a good time,
but particularly request me to caution you not to be too
boisterous, and not to get the fidgets. Now let us have fun!"

The children were provided with car tickets to and from
the theater, and a number of special cars were used to convey
them.

One-Man Cars in Dubuque. — The Union Electric Com-
pany, Dubuque, Iowa, has recently remodeled eight of its
single truck cars for one-man operation.

Opposition to One-Man Cars Carried to Commission. — The

City Council of Urbana, 111., has appealed to the State Public
Utilities Commission of Illinois to compel the Urbana &
Champaign Railway, Gas & Electric Company to employ two
men on all cars.

Campaign in Brooklyn Against Spitting. — In the future
persons who violate the anti-spitting ordinance in the cars
or about the platforms of stations of the elevated lines of
the Brooklyn (N. Y.) Rapid Transit Company will be
handed by an employee of the company a leaflet of the
Board of Health dealing with spitting.

Railway Buses Not Jitneys. — The city attorney of Topeka.
Kan., in response to complaints of jitney owners, has ruled
that the buses being operated by the Topeka Railway are
not jitneys. The company installed two buses to transfer
passengers, without extra charge, between the disconnected
ends of two lines, pending the erection of a bridge. Jitney
owners insisted that the company should pay jitney licenses.

San Francisco Municipal Line Changes. — Thomas Cashin,
superintendent of the San Francisco (Cal.) Municipal Rail-
ways, has been authorized to inaugurate a six-day week
for platform men of the city railways. This will give each
operator one day off a week without pay, and will result in
giving practically steady employment to from twenty-five
to thirty men laid off since the exposition closed.

Spokane Bridge Collapse Kills Five. — The north span of
the D ivision Street bridge across the Spokane River gave
way on Dec. 18 under the weight of two passing cars of the
Washington Water Power Company. One of the cars,
carrying fifteen passengers, plunged into the river and five
men were killed and ten injured. The other car, which
had reached the end of the bridge, slid back until the
rear end rested on the river bed. The two passengers and
crew escaped uninjured. The Washington Power Company
denied responsibility for the accident in a statement by
Thomas G. Aston, claim agent. He said the city owned the
bridge.

62

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 1

Seeking to Regulate Automobile Parking in Kansas City.

— The board of control of the Kansas City (Mo.) Railways
is seeking a way to regulate the parking of automobiles on
streets with tracks, and to expedite the movement of
vehicles. Street car traffic is seriously congested on two
down-town streets in the busy evening hours because of
the slow movement of automobiles and other vehicles on the
tracks, such use of the tracks being necessary because of
the occupation of the pavement next to the curbing by
standing vehicles. It has been suggested that automobilists
should not be allowed to stop their engines while the cars
are on the narrower busy thoroughfares.

Not a Passenger Killed in Portland, Ore. — The records
of the Portland Railway, Light & Power Company, Port-
land, Ore., show that not a single person has lost his life
while a passenger on board one of the company's cars. The
following statistics for passengers carried cover the period
from Jan. 1, 1907, shortly after the Portland Railway, Light
& Power Company acquired the various electric railway
properties operating in and around Portland, up to and
including Nov. 30, 1915: 1907, 60,093,139; 1908, 65,195,914;
1909, 77,019,803; 1910, 88,310,850; 1911, 91,600,993; 1912,
94,125,464; 1913, 93,908 891; 1914, 89,800,788; Jan. 1 to Nov.
30, 1915, 72,152,608. Total, 732,208,450.

Abandonment of Service Possible in Santa Monica. — In
a letter to C. B. Kearsley, secretary of the Santa Monica
Chamber of Commerce, Paul Shoup, president of the Pacific
Electric Railway, Los Angeles, Cal., says in part: "We
have fared very badly in Santa Monica in the last two or
three years. On the one hand we have put at least $250,000
into improvements, and as against this our earnings have
fallen off materially. Our good lines are no longer able to
carry the weak ones. Naturally, it is best for you and best
for us that the lines which earn the least should be dis-
pensed with. What I am trying to avoid is the conclusion
that now seems staring us in the face and which is that
we will have to abandon our street car lines and local street
car service entirely in Santa Monica."

Booze Fighting. — At least one electric railway has re-
printed for circulation among its men the following from the
IVinois Steel Company Bulletin: "For the married man who
cannot get along without drinks, the following is suggested
as a means of freedom from bondage to the saloons: Start
a saloon in your own house. Be the only customer. (You'll
have no license to pay.) Go to your wife and give her $2
to buy a gallon of whiskey, and remember there are sixty-
nine drinks in a gallon. Buy your drinks from no one but
your wife, and by the time the first gallon is gone she will
have $8 to put in the bank and $2 to start business again.
Should you live ten years and continue to buy booze from
%er, and then die with snakes in your boots, she will have
enough money to bury you decently, educate your children,
buy a house and lot, marry a decent man, and quit thinking
about you entirely."

Illinois Traction to Protest St. Louis-Granite City Fare. —
The St. Louis Electric Terminal Railway, which operates
between St. Loui3, Mo., and Granite City, 111., and is part of
the Illinois Traction System, will apply to the Missouri
Public Service Commission or to the Interstate Commerce
Commission early in January for authority to increase the
passenger fare between St. Louis and Granite City from 5
cents to 10 cents. Under the franchise of the St. Louis
Electric Terminal Railway, granted by the Municipal
Assembly of St. Louis in 1907, the company is required- to
carry passengers between St. Louis and Granite City for 5
cents. The company probably will take the view, in pre-
senting the case to the Public Service Commission or to
the Interstate Commerce Commission, that the city of St.
Louis exceeded its authority by attempting to legislate
beyond its own jurisdiction, and that the section of the
franchise imposing a 5-cent fare between a Missouri point
and an Illinois point is illegal.

Dining Train for Shop Men. — For the accommodation of
the workmen engaged in assembling the 478 new steel
cars which are fast taking the place of the original com-
posite cars in the New York subway, a unique lunch room
has been fitted up at the Highbridge yard of the Inter-
borough Rapid Transit Company. When the car bodies
arrived they were complete in their interiors. Now, how-
ever, they rest on cribbing, stripped of all their furnishings

to make way for the temporary order of things. One car
divides responsibility with the kitchen, lunch counter and
the steward's desk. The lunch counter is mid-length of the
car, and alongside it is the desk. The other three cars
comprise the dining rooms. The employees enter by the
kitchen — or center door — give their order to the stewards
at the counter, taking it along with them, together with a
check for the amount. They then pass along to the
cashier's desk, make settlement and proceed to the "dining
room," to take their seats.

Volume One of Public Service News. — Public Service
News, published in the interest of the Virginia Passenger
& Power Company, Richmond, Va., since March 18, 1915,
and distributed on the cars of the company, closed its first
volume with the issue for Dec. 25, which appeared in holiday
dress of red and green. The company said, in part,
editorially: "The publication was experimental. From the
beginning the little paper has made friends. Street-car
patrons have apparently found in it material sufficiently
interesting, informing and diverting to account for the
constantly growing family of its readers. A statement of
the general principle that guides this publication appears
regularly in every is~ue. It is a standing invitation to every
reader interested in a better Richmond and a better service
from the public utility company to submit his views on how
this company can help toward this end. In the coming year
Public Service News will continue from time to time to lay
before its readers timely and interesting information about
things that concern the company and the city. At the same
time it will not forget that the tedium of the street car ride
is lightened by a bit of nonsense and a touch of wit."

The New "Transit." — Transit, which heretofore has been
published by H. L. Hamersly, with an advisory committee
of employees of the Lehigh Valley Transit Company, Allen-
town, Pa., and the Philadelphia & Western Railway, will
hereafter be published by the Lehigh Valley Transit Com-
pany in the interest of both railways. The issue of the
paper for January says editorially: "Starting with this
issue, Transit will be published by the advertising depart-
ment of the Lehigh Valley Transit Company. It will make
its appearance the fifteenth of each month, to the number
of 10,000 copies. More copies will be printed each month
as demand requires; also its size, in number of pages, will
be increased. While this monthly is not for profit, but for
publicity and pleasure to passengers, a limited number of
pages will be devoted to paid advertisements, as a number
of dealers have shown their desire to avail themselves of its
usefulness. The future policy of Transit will be to present
uncommonly interesting articles dealing with transporta-
tion, light and power facilities and industrial farming and
civic advancement in the territory served by the Lehigh
Valley Transit Company. A place will always be found for
articles touching on character, thought and optimistic
prophecies on the future. Also photos, verse and humor
will play an important part."

Near-Stop Side a Success in Storm. — The Newark News
of Dec. 12 had the following to say about the near-side
stop during the storm of Dec. 13 and 14: "According to
the Public Service Railway division superintendents and
supervisors all over the system were ordered Monday to
observe how patrons took the near-side stop proposition
when storm conditions existed. It was said that the re-
ports of these officials were that pasengers experienced lit-
tle or no difficulty in reaching the entrances to the cars, and
seemed to have no complaint to make. It was pointed out
by Newton W. Bolan, general superintendent of the rail-
way, that the test of the near-side stop system was thor-
ough. On Monday, he said, passengers had soft, slushy
snow and rain to contend with, while yesterday (Tuesday)
the heavy, frozen snow offered difficulties. The conviction
was expressed that the patrons of the company were satis-
fied with the near-side stop system, and that no difficulties
had been encountered during the past three days to crys-
tallize public sentiment against it. The reports of the
division superintendents and supervisors were that where
cross-walks had been cleared, passengers walked on them
out to the tracks, and then up the tracks on the space
cleared by the track sweepers to the point where the rear of
the cars come to a standstill. These sweepers brush free of
snow a path about 20 in. wide outside the tracks."

January 1, 1916]

ELECTRIC RAILWAY JOURNAL

63

Personal Mention

Mr. George V. S. Williams has sent to Governor Whitman
of New York his resignation as a member of the Public
Service Commission of the First District of New York, to
take effect on Feb. 1, 1916.

Mr. Lynn R. MacBroom, formerly electrical engineer and
general superintendent of the Rutland Railway, Light &
Power Company, Rutland, Vt., is now manager of the electric
light department of Burlington, Vt.

Mr. B. J. Fallon, engineer of maintenance of way of the
elevated railroads of Chicago (111.), has been appointed
chairman of the subdivision on city transportation and pub-
lic utilities of the ways and means committee of the Chicago
Association of Commerce.

Mr. Frank S. Briggs, superintendent of transportation of
the Cumberland County Power & Light Company, Portland,
Me., has been granted an indefinite leave of absence from
his duties because of ill health. In the meantime Mr. G. M.
Todd will act as superintendent of transportation of the
company.

Mr. M. D. Evans has been elected secretary and assistant
treasurer of the United Gas & Electric Corporation, New
York City, to succeed Mr. Henry Morgan, resigned. Mr.
Evans, in addition to continuing as first vice-president of
the United Gas & Electric Engineering Corporation, has been
elected secretary of the company.

Mr. Carl Sylvester, general manager of the Rio de Janeiro
Tramway, Light & Power Company, Rio de Janeiro, Brazil,
and formerly general manager of the Middlesex & Boston
Street Railway, is on a vacation and business trip to the
United States. Mr. Sylvester expects to remain north until
the latter part of January or the first of February.

Mr. Louis M. Day, Chillicothe, has been appointed by
Gov. Frank P. Willis as a member of the Ohio Public
Utilities Commission to succeed Mr. Oliver H. Hughes. Mr.
Day is an attorney and served two terms in the Legislature,
in 1909 and 1913. He is a Democrat. The other members
of the commission, Mr. Beecher W. Waltermire and Mr.
Lawrence K. Langdon, are Republicans.

Mr. John A. Beeler, formerly vice-president and general
manager of the Denver (Col.) Tramway, was waited upon
at his home in Denver recently by a committee of employees.
Mr. A. J. Krick, a motorman, was spokesman for the party.
V)n behalf of all divisions and departments of the company
.ie presented Mr. Beeler a twenty-three- jeweled gold hunt-
ing-case watch, with his initials in a raised monogram set
with diamonds. Mr. Beeler spoke of his pleasant associa-
tions with the employees, and reviewed his own experiences
extending over a period of many years as an employee of
the company.

Mr. George Carson, claim agent of the Puget Sound Trac-
tion, Light & Power Company, Seattle, Wash., and president
of the American Electric Railway Claims Association, has
resigned from the company at Seattle. Mr. Carson has been
connected for many years with street railways in New
York, Chicago, San Francisco and Seattle. He was one of
the organizers of the Pacific Claim Agents' Association,
formed in 1909, and of the Pacific Claim Agents' Index
Bureau, formed in 1912. A biography and a portrait of
Mr. Carson were published in the Electric Railway Jour-
nal of Oct. 9, 1915.

Mr. Leonard M. Daggett has been appointed by Judge
Mayer of the Federal District Court at New York one of
the trustees of the Connecticut Company. Mr. Daggett
tal es the place of Mr. William Waldo Hyde, one of the
original trustees, who died on Oct. 30. In accordance with
the dissolution decree, the vacancy has been filled on the
nomination of the surviving trustees, ex-Judge Walter C.
Noyes, Mr. Lyman B. Brainerd, Mr. Charles Cheney, and
Mr. George E. Hill. The appointment has been agreed to
by Attorney General Gregory and Mr. Howard Elliott,
president of the New York, New Haven & Hartford Rail-
road.

Mr. E. G. Connette, president of the International Rail-
way and vice-president of the International Traction Com-
pany, Buffalo, N. Y., and Francis T. Homer, formerly con-
nected with Bertron, Griscom & Company, New York, have
been elected vice-presidents of the United Gas & Electric
Corporation, New York, N. Y., to succeed Mr. R. E. Griscom
and Mr. S. J. Dill, resigned. Mr. Connette has also been
elected president of the United Gas & Electric Engineering
Corporation to succeed Mr. J. S. Pevear, who has gone to
Birmingham, Ala., as president of the Birmingham Railway,
Light & Power Company to supervise the operation of that
company. Mr. Pevear has been elected vice-president of
the United Gas & Electric Engineering Corporation. The
United Gas & Electric Corporation, of which Mr. Connette
has been elected president, controls through ownership of
common stock, the International Traction Company, which
in turn owns and controls the International Railway.

Mr. F. M. Hamilton, who has been purchasing agent of
the Puget Sound Traction, Light & Power Company, Seattle,
Wash., since May, 1914, has been appointed claim agent of
the company to succeed Mr. George Carson, resigned. Mr.
Hamilton was born at Grafton, W. Va., on Oct. 15, 1875,
received a graded and high school education and continued
his studies under a private tutor. He studied medicine for
two years, but abandoned the idea of becoming a physician
to enter the service of the Baltimore & Ohio Railroad. From
1900 to 1905 he was with the Jones & Laughlin Steel Com-
pany, Pittsburgh, Pa., which owns and operates the Monon-
gahela Connecting Railroad, successively filling the positions
of yardmaster, assistant trainmaster, special agent and
chief clerk to the general superintendent. Mr. Hamilton
resigned from the Jones & Laughlin Steel Company to be-
come manager of the American Car Tracing & Shipping
Company, a private traffic organization. He removed to
Seattle in 1907 and worked jointly for the Northern Pacific
Railroad and the Pacific Northwest Demurrage Association,
resigning to accept the appointment of traffic man-
ager for the Alaska Exposition. At the close of the ex-
position Mr. Hamilton became assistant sales agent for the
Roslyn Fuel Company, covering the States of Idaho, Oregon
and Washington. Mr. Hamilton was appointed freight
traffic agent of the Seattle division of the Puget Sound
Traction, Light & Power Company in September, 1911, and
continued in that position until he was made purchasing
agent of the company in 1914.

Mr. W. B. Donaldson, assistant purchasing agent of the
Puget Sound Traction, Light & Power Company, Saattle,
Wash., has been appointed purchasing agent of the company
to succeed Mr. F. M. Hamilton, who has been appointed
claim agent of the company. Mr. Donaldson was born in
Pittsburgh, Pa., on June, 1883. Being obliged to leave school
after having finished the grammar grades he secured a
position in a grocery store in Toledo, Ohio. Following this
he was connected in turn with the general freight depart-
ment of the Ann Arbor Railroad and Toledo, St. Louis &
Western Railroad in Toledo for several years, and the
Dillon-Griswold Wire Company, Sterling, 111. In December,
1903, he entered Y. M. C. A. work and for three years was
employed as an assistant secretary in the Young Men's
Institute branch of New York Y. M. C. A., located on the
Bowery. On Oct. 30, 1906, Mr. Donaldson entered the em-
ploy of the Seattle-Tacoma Power Company as clerk in
the store room. From that position he was transferred to
the purchasing department and when the head of that de-
partment resigned in May, 1909, Mr. Donaldson was ap-
pointed purchasing agent. This position he held until the
consolidation of the Seattle-Tacoma Power Company and
the Seattle Electric Company in April, 1912. He occupied
the position of chief clerk in the purchasing department of
the Puget Sound Traction, Light & Power Company until
April, 1914, when, upon the appointment of Mr. F. M. Ham-
ilton to the office of purchasing agent, Mr. Donaldson was
advanced to the positon of assistant purchasing agent of the
company.

OBITUARY

Charles C. Ostrander, in the service of the Louisville (Ky.)
Railway since 1886 and for the last twenty years chief night
inspector, is dead at his home in the city of Louisville of
pneumonia.

64

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 1

Construction News

Construction News Notes are classified under each head-
ing alphabetically by States.

An asterisk (*) indicates a project not previously
reported.

RECENT INCORPORATIONS

Kansas Southern Traction Company, Oswego, Kan. — This
company has received a new charter in Kansas to construct
a line from Parsons to Coffeyville and from Parsons to
Columbus, about 70 miles. Capital stock, $100,000. The
company has asked the Public Utilities Commission for per-
mission to issue $1,360,000 in bonds for the construction of
the line. Incorporators: Philip Strack, Parsons; Theodore
Ritzo and Dominic Conti, Kansas City, Mo., and J. W.
Everett and John M. Page, Topeka.

*Southeastern Ohio Railway, Zanesville, Ohio. — Incorpo-
rated m Ohio to take over the property of the Southeastern
Ohio Railway, Light & Power Company. Capital stock,
$800,000. It is planned to extend the line from Crooksville
to New Lexington, 10 miles. Incorporators: E. R. Meyer
and W. H. Niekirk, Zanesville; Fred J. Fox and J. C. Hein-
lein, Bridgeport, and Samuel W. Harper, Wheeling, W. Va.
Mr. Niekirk was secretary, treasurer and superintendent of
the old company, which has been in the hands of a receiver
for some time.

*Guthrie-Edmond Electric Railway, Oklahoma City, Okla.

— Incorporated in Oklahoma to construct an extension of
the Oklahoma Electric Railway from Edmond to Guthrie,
15% miles. Capital stock, $500,000. Incorporators: Burke
Shartel, Charles Hoopes, Guy B. Treat, George W. Knox
and E. J. Reichart, all of Oklahoma City and also of the
Oklahoma Railway.

FRANCHISES

Los Angeles, Cal. — The Pacific Electric Railway has re-
ceived a franchise from the Council to extend its proposed
elevated tracks across San Julian Street, bringing the
tracks to grade at San Pedro Street, so as to reroute cars
north and south on San Pedro Street. The company has re-
ceived a franchise granting permission to abandon its line
beginning at Sixth and Beacon Streets, extending on Beacon
Street to Second Street.

San Bernardino, Cal. — Bids will be received by the Board
of Supervisors until Jan. 3 for a fifty-year franchise to con-
struct and operate an electric railway on Orange Grove
Avenue from Foothill Boulevard to Mesa Avenue.

Kankakee, 111. — The Kankakee Electric Railway will ask
the Council for a franchise to remove its tracks on Wash-
ington Avenue from Hawkins to Jeffery Streets.

Peoria, 111. — The Peoria & Chillicothe Electric Railway has
asked the Board of Supervisors for a franchise for its pro-
posed line from Peoria to Chillicothe.

Hutchinson, Kan. — The Hutchinson Interurban Railway
has received a franchise from the Council granting an exten-
sion of right-of-way on Lorain Street, south of Avenue B.
The extension will be used for switching tracks for the
Arkansas Valley Interurban Railway.

Cincinnati, Ohio. — The West End Rapid Transit Company
has prepared a new ordinance to be submitted to the Council
which provides for the same route as the one presented in
September, but makes several changes in the conditions
under which the grant is now sought. It does not mention
the term of the franchise, but provides that the city may
take over the property at the end of ten years by paying
the cost plus 25 per cent. Other companies may use the
tracks on a just and equitable basis, and construction work
shall begin within eighteen months from the time the
franchise is granted. C. E. Hooven is president, and Stanley
Shaffer, secretary, of the company. [Oct. 23, '15.]

Warren, Ohio. — The Mahoning Valley Street Railroad has
asked the Council for a franchise to build an extension of its
line from the present interurban station at Main and
South Streets to the city limits at the plant of the Trum-
bull Steel Company.

Youngstown, Ohio. — The Youngstown & Southern Railway
has received a ten-year extension of time on its franchise,
making the concession good for twenty-five years from the
date of its passage.

Corvallis, Ore. — Ralph H. Moody, attorney for the Southern
Pacific Company, reports that the franchise for the new
tracks to be built in Corvallis by the Southern Pacific Com-
pany for the West Side line, which is to be electrified
between Corvallis and Whiteson, has been agreed upon by
the Council and the Southern Pacific Company. The elec-
trification of the Whiteson-Corvallis line was announced
nearly a year ago, but has been held up by the failure of
the Corvallis Council to grant the necessary franchise.
Mr. Moody announces that the company will begin the work
of electrifying the line immediately.

Collingdale, Pa. — The Philadelphia & Garrettford Street
Railway, a subsidiary of the Philadelphia & West Chester
Traction Company, has received a franchise from the Coun-
cil to construct a line through Collingdale.

Salt Lake City, Utah. — The Salt Lake Terminal Company
has received a franchise from the Council to construct the
necessary turnouts in First West Street, just south of South
Temple Street, to give the Salt Lake & Ogden Railway and
the Salt Lake & Utah Railroad access to the terminal site
at the corner of South Temple and West Temple Streets.

Salt Lake City, Utah.— The Utah Light & Traction Com-
pany has received a franchise from the Council to extend
its tracks from the present terminus at Wall and Second
North Streets east past the front of the capitol and north
on West Canyon Street to a point due east of the capitol,
provided it will also extend them north to Fourth North
Street and thence west to De Soto Street, thus extending
on three sides of the capitol.

TRACK AND ROADWAY

*Pine Blufif, Ark. — George B. Blanchard, consulting engi-
neer, Chicago, has signed a contract with the free bridge
commissioners to operate a steam, oil or electric railway
from Pine Bluff over the free bridge to some point on the
Mississippi River. The contract specifies that he is to have
the road in operation by the end of eighteen months or
forfeit $500 cash, which he has placed in trust. The contract
extends for thirty-six years and six months. The first year's
rental will be $5,000 and will increase $1,000 each year until
1921. After that the rental will be $15,000 a year.

Municipal Railways of San Francisco, San Francisco,
Cal. — Construction of the Church Street extension of the
Municipal Railways of San Francisco has begun. Barring
unforeseen delays, the line from Thirtieth to Market
Street will be in operation by May 1 next. The section
between Twenty-second and Thirtieth Streets, which does
not involve such heavy construction, is also expected to
be ready by the same date. No objection to the use of
Church Street tracks between Sixteenth and Market
Streets is anticipated and it is expected that an agreement
as to the use of Market Street to a connection with the Van
Ness Avenue city line will be reached between the city
and the United Railroads by the time the remainder of the
Church Street line is ready for operation.

Connecticut Company, New Haven, Conn. — Operation has
been begun by this company on its North End trolley line
extending on Main Street, Grove Street, Broad Street, Wash-
ington Street, Farmington Avenue and Commonwealth
Avenue, New Britain.

Caldwell (Idaho) Traction Company. — Business men of the
city of Caldwell have decided to assume responsibility for
floating a $25,000 bond issue of the Caldwell Traction Com-
pany, the money to be utilized in electrifying the Wilder
branch of the Oregon Short Line Railroad. The proposed
line to be electrified is 11 miles long and taps a rich farming
section. The Caldwell Traction Company recently secured a
fifty-year lease on the road and will begin the work of
electrifying early in 1916.

Twin Falls (Idaho) Railroad. — A preliminary survey is
being made and work will soon be begun by this company
on the construction of a 20-mile extension to Castleford.
The line will extend through Clover City.

Hammond, Whiting & East Chicago Railway, Chicago, 111.
—This company plans to rehabilitate 1% miles of track in
Whiting and 1 mile in East Chicago during 1916.

January 1, 1916]

ELECTRIC RAILWAY JOURNAL

65

Indianapolis & Cincinnati Traction Company, Indianapolis,

Ind. — It is reported that negotiations are being made with
the city of Cincinnati relative to trackage rights, which will
result in the completion of the proposed interurban lines
between Indianapolis and Cincinnati. This will mean the
extension of the Indianapolis & Cincinnati Traction Com-
pany's line from Rushville to Cincinnati at an approximate
cost of $3,000,000.

Arkansas Valley Interurban Railway, Wichita, Kan.—
Operation has been begun by this company on its extension
from Wichita to Hutchinson. Plans are being considered
to extend the line to Salina. Two routes are proposed, one
from Newton north through Geossel, Canton, Roxbury and
Gypsum, the other from Halstead north through Moundridge,
McPherson and Lindsborg.

Atlantic Shore Electric Railway, Sanford, Me.— Connec-
tion has been made by this company at Biddeford with the
Biddeford & Saco Street Railway. This gives a continuous
trolley line from Waterville to Portsmouth.

United Railways & Electric Company, Baltimore, Md.—
This company will construct an extension from St. Paul
Street to Guilford.

Point Shirley Street Railway, Winthrop, Mass.— The Bos-
ton, Revere & Lynn Railroad contemplates establishing a
steamboat line between Boston and Shirley, connecting at
that point with its steam line and with the Point Shirley
Street Railway, which it owns.

St. Paul (Minn.) Southern Electric Railway.— It is re-
ported that this company proposes to build a line from
Hastings to Rochester, 64 miles, during 1916.

Metropolitan Street Railway, Kansas City, Mo.— Com-
mittees have been appointed by the Elm Ridge Improve-
ment Association to induce this company when it begins
the extension of the Troost Avenue line from Forty-ninth
Street to Fifty-third Street to continue it on to Sixty-third
Street.

Salem-Pennsgrove Traction Company, Salem, N. J. —
The Board of Public Utility Commissioners has announced
its approval of the general plan of this company for the
construction of a line from Salem to Pennsgrove. The
Board concluded that the cost of construction of the entire
road, including substations at Pennsville and Salem, should
not exceed $554,505. Accordingly it approved a proposed
issue of $224,000 of stock at par, $273,000 of first mortgage
bonds at 90 per cent of par and $100,000 of second mort-
gage bonds at 85 per cent of par. It is proposed to begin
immediately the construction of the road from Pennsgrove
to Plant No. 3 of the E. I. du Pont de Nemours Powder
Company above Pennsville [Sept. 25, 1915].

New York, N. Y. — The Public Service Commission for
the First District of New York has authorized the chair-
man and secretary to advertise for bids, to be opened on
Jan. 14 at 12.15 p. m., for the construction of Section No.
2-A of Route No. 12, a part of the Broadway-Fourth Avenue
subway. Route No. 12 is generally known as the Eastern
Parkway subway in Brooklyn, which is to be operated
under the dual system contracts as an extension of the
first subway by the Interborough Rapid Transit Company.
Section No. 2-A covers a portion of the route which is to
be operated by the New York Municipal Railway Corpora-
tion. It extends from Prospect Park Plaza at Flatbush
Avenue to a point at the intersection of Flatbush Avenue,
Ocean Avenue and Malbone Street. It will be a two-track
line, and will connect with the Brighton Beach railroad at
Malbone Street. The commission also authorized the New
York Municipal Railway Corporation to award the contract
for the reconstruction of the Brighton Beach line, to con-
nect with this section of the subway, to the Inter-Conti-
nental Construction Company, the lowest bidder. The work
will cost about $1,000,000, and is to be completed within
twenty-four months.

Cleveland (Ohio) Underground Rapid Transit Company.
— Work will be begun in January on the proposed subway
system in Cleveland. The subway will be under Euclid
Avenue and ground will be broken simultaneously at the
Public Square, East Fifty-fifth Street and at University
Circle. There will be six stations between Public Square
and University Circle. The company's franchise, which

expires on Jan. 23, 1916, unless work is started, provides
that the line must be in operation within forty-two month?
after ground is broken. Thomas Schmidt, secretary.

Corry & Columbus Street Railway, Corry, Pa. — This com-
pany reports that during 1916 it expects to build 15 miles
of new line between Columbus, Pa., and Sherman, N. Y.

Holston Valley Railway, Bristol, Tenn. — It is reported that
this company, which is operated as part of the Bristol Trac-
tion Company, is securing right-of-way for an extension
from Bull's Gap to Leadvale, 22 miles.

*Chattanooga, Tenn. — A short route car line to East
Chattanooga is a project that the members of the East
Chattanooga Chamber of Commerce propose to undertake.
A committee will be appointed later to promote the move-
ment. Efforts will be made to interest the city and get
an appropriation, if possible. At present, it is stated, cars
reach East Chattanooga by a roundabout way, while by a
direct route it is only 3% miles from the heart of the
city.

^Greenwood, Tenn. — Plans are being considered to con-
struct a line from Greenwood to Schlater via Itta Bena.
It is also proposed to build an extension to Black Hawk.
It is planned to have the line ready for operation by
August, 1916. S. M. Anderson, Greenwood, is interested.

Memphis (Tenn.) Street Railway. — Officials of the Illinois
Central Railroad stationed at the new industrial town, Non-
connah, Tenn., and other citizens of this new Memphis
suburb, are preparing a petition addressed to T. H. Tut-
wiler, president of the Memphis Street Railway, asking for
a new line. This would call for an extension of the Florida
Street line of the company and in order to expedite the
action of the company the Illinois Central Railroad has
offered a free right-of-way into the new town.

Southern Traction Company, Dallas, Tex. — It is reported
that during the early part of next year plans will be re-
newed by this company for the construction of an extension
from Waco to Austin and thence to San Antonio.

Northern Texas Traction Company, Fort Worth, Tex. —
This company expects to double track approximately 2 miles
of its line between Forth Worth and Dallas during 1916.

*San Angelo, Tex. — Eastern capitalists are investigating
the street-car situation in San Angelo, and it is reported that
plans are being considered to build an entirely new system.
J. D. Sugg, owner of the San Angelo Power & Street Rail-
way, recently offered to make the city a present of the line
and equipment on condition that San Angelo pay this year's
taxes and make the improvements demanded of him. The
city commissioners refused to accept the gift and he discon-
tinued the service.

Salt Lake & Ogden Railway, Salt Lake City, Utah.—
This company reports that during 1916 it expects to build
4% miles of new track, including 3 miles of double track-
ing of its present line and 1% miles of new city track.

Appalachian Power Company, Bluefields, W. Va. — Sur-
veys have been made and work will be begun at once by this
company on the construction of an extension of its Blue-
field-Graham line from Lee Street to the end of East Prince-
ton Avenue, where it will connect with the Princeton-Blue-
field Electric Railway.

SHOPS AND BUILDINGS
Cumberland County Power & Light Company, Portland,

Me. — An extensive terminal station will be built at Port-
land by the Cumberland County Power & Light Company
to be used by this company and the Lewiston, Augusta &
Waterville Street Railway to handle their express and
freight business. The headhouse will be two stories and
the freight shed 140 ft. long. It is expected that the
terminal will be completed about March 1. About $40,000
will be expended on the structure.

Kansas City, Mo. — It is said that the interurban rail-
ways entering Kansas City have agreed upon the section
of the city in which a union interurban station shall be
located. Proceedings have been begun for reducing the
grade at Eighth and McGee Streets, so that the Kansas
City, Clay County & St. Joseph Railway may have easy
access to the presumed site, near Eleventh and McGee
Streets.

66

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 1

Manufacturers and Supplies

ROLLING STOCK

Salina (Kan.) Street Railway will purchase one closed
city car during 1916.

Grand Rapids (Mich.) Railway is expected to be in the
market soon for ten and possibly twenty new city cars.

Visalia (Cal.) Electric Railroad expects to purchase
during 1916 one electric locomotive.

Hutchinson (Kan.) Interurban Railway is building two
front-entrance, one-man, single-truck cars.

Aurora, Plainfield & Joliet Railway, Joliet, 111., has pur-
chased material to rebuild one of its interurban cars.

Chicago & Interurban Traction Company, Chicago, 111.,
expects to purchase one interurban motor car to replace one
destroyed by fire.

Metropolitan Street Railway, Kansas City, Mo., it is re-
ported, will exercise its option for fifty four-motor single-
end city cars like those purchased during 1915.

Charleston Consolidated Railway & Lighting Company,
Charleston, S. C, expects to purchase during 1916 two
double-truck cars for suburban service.

Des Moines (Iowa) City Railway has ordered forty double-
truck, center-entrance, semi-steel cars for city service from
the McGuire-Cummings Manufacturing Company.

Arkansas Valley Interurban Railway, Wichita, Kans.,
has ordered from the Cincinnati Car Company an additional
steel underframe trail freight car, a duplicate of the one
previously ordered.

Hammond, Whiting & East Chicago Railway, Chicago,
111., has purchased four semi-steel, monitor-deck, double-
truck, pay-as-you-enter cars from the American Car Com-
pany, St. Louis, Mo. These cars will be equipped with four
G.E.-80 motors and a General Electric control not yet select-
ed. The cars have a seating capacity for fifty persons.

San Francisco (Cal.) Municipal Railways, through a re-
quest by the Board of Public Works from the Supervisors,
has asked for an appropriation of $1,000 for the use of the
engineering bureau in preparing plans for a lighter type of
car for use on the heavy grades of the Union Street division.

Princeton (W. Va.) Power Company, Princeton, has
ordered two all-steel combination passenger and baggage
cars from the Cincinnati Car Company. These cars are
arranged to seat forty-eight passengers, and will be placed
in service on the new line between Princeton and Blue-
field, W. Va.

Connecticut Company, New Haven, Conn., proposes to
build during 1916 one 40-ft. double-truck motor line car
for city and interurban service, four 41-ft. double-truck
motor express cars, city and interurban. The company is
now converting two single-truck closed cars into one center-
entrance prepayment double-truck car.

Charleston (W. Va.) Interurban Railroad, has ordered
from the Cincinnati Car Company two light-weight one-
man cars for near-side operation, complete with Cincin-
nati long-base single trucks equipped with 24-in. wheels,
seating capacity twenty-six passengers; two 45-ft. baggage
express cars, ordinarily to be used in express service, but
designed and equipped with a view to being used as loco-
motives and capable of hauling seven or eight standard
freight cars; two 47-ft. 3-in. all-steel straight passenger in-
terurban cars, seating capacity fiftv-two, double-end opera-
tion, for the new Montgomery division.

TRADE NOTES

Edwin G. Hatch, New York, N. Y., has received a repeat
order from the Illinois Traction System for a number of
overhead protective crossing clamps, to be used at overhead
three-phase line crossings.

Perry Ventilator Corporation, New Bedford, Mass., has
had its ventilators installed on the fifteen new cars now
being delivered by the G. C. Kuhlman Car Company to
the East Liverpool Traction & Light Company, East Liver-
pool, Ohio.

American Mason Safety Tread Company, New York, N. Y.,

announces that, effective Jan. 1, 1916, Joseph T. Ryerson &
Son of Chicago, will act as general Western distributors
for its various types of Mason safety treads. A large stock
of both lead and carborundum filled tread will be carried in
stock for immediate deliveries.

Automatic Ventilator Company, New York, N. Y., has
been appointed selling agent for the Flower Products, which
include brush holders for railway motors, controller and air
handles, D-shaped seamless steel bushings, etc., for the
United States and Canada, with the exception of the States
of Pennsylvania, Ohio, New Jersey, Virginia, West Virginia,
Maryland and Delaware.

Track Specialties Company, New York, N. Y., announces
that Warren Moore Osborn is now representing the com-
pany in the Chicago district, with headquarters in the
McCormick Building, Chicago, 111. R. L. Mason, who was
formerly connected with Hubbard & Company, Pittsburgh,
Pa., is now representing the Track Specialties Company,
Inc., in the Pittsburgh district. His headquarters will be
1501 Oliver Building, Pittsburgh.

Paul M. Lincoln, whose connection with the Westinghouse
Companies in their operating and engineering activities
dates back for more than twenty-three years and whose
resignation from the Westinghouse Electric & Manufactur-
ing Company was announced in the Electric Railway
Journal of Nov. 13, 1915, has again become associated
with this company, and now holds the title of commercial
engineer in its sales organization. Mr. Lincoln is well
known in engineering circles through his active work in
the American Institute of Electrical Engineers, of which
he is a past president. He is a well-known writer on
technical subjects and has also been indentified with edu-
cational work for some time, filling the chair of professor
of electrical engineering of the University of Pittsburgh.

ADVERTISING LITERATURE

National Tube Company, Pittsburgh, Pa., has issued a
folder which contains illustrations of its exhibit at the San
Francisco Exposition, which received the grand prize for
its tubular products and fittings.

Delta-Star Electric Company, Chicago, 111., has issued
descriptive Leaflet No. 910, showing its special high-ten-
sion disconnecting switches, "unit type" indoor equipment,
suspension type disconnecting switches, and surge
arresters.

Electric Service Supplies Company, Philadelphia, Pa.,

has issued a folder describing its Keystone lamp guards,
suitable for protecting lamps in mines, tunnels, subways,
locomotive or car pits, as well as for other general uses
where a wall type is required.

Westinghouse Electric & Manufacturing Company, East
Pittsburgh, Pa., has issued a reprint of a paper entitled
"Notes on Electric Power Development," by E. M. Herr,
president of the company, which was presented at a meet-
ing of the Railway Club of Pittsburgh on May 28, 1915.

Armstrong Cork & Insulation Company, Pittsburgh, Pa.,
has issued a cardboard-bound booklet which discusses thor-
oughly the chief insulating qualities of its Nonpareil cork-
board. The catalog also analyzes the other qualtiies of
this material, which include non-absorbence of moisture,
sanitary and odorless quality, compactness, strength and
slow burning and fire-retarding qualities. The catalog
describes a number of tests which have been conducted, the
results of which support the above contentions for quality.

C. W. Hunt Company, Inc., West New Brighton, N. Y.,
has issued Catalog No. 15-4 which contains specifications
of its pivoted bucket conveyor, with plates giving conveyor
details valuable to engineers in laying out a boiler house.
Two of the illustrations are of particular interest in show-
ing the adaptation of the conveyor buckets to railway
power houses. One illustration shows a view of the run of
conveyor buckets as installed by the Rochester Railway
& Light Company, Rochester, N. Y. The other two illus-
trations are taken from an installation in the power house
of the Springfield Street Railway, Springfield, Mass. One
of these illustrations show the coal passing through a
rotary filler into a conveyor after being crushed. The
coal is then elevated to a hopper in the tower, and taken
by cable railway to the storage bin over the boiler.

Published by the McGraw Publishing Company, Inc.

Consolidation of Street Railway Journal and Electric Railway Review

Vol. XL VII

NEW YORK SATURDAY, JANUARY 8, 1916

No. 2

THE "ORDER In a brief symposium on the pros-

THEM NOW" pects for 1916 deliveries of mate-

MOVEMENT , . , . . ,

rials required in the manufacture

of cars, printed in last week's issue, an axiomatic but
timely truth was stated by a leading car manufacturer.
This was in substance that the date of delivery of a
car depends upon that of the last important component
of that car. If the axles are late the car will be late,
no matter how promptly the wheels are received. The
manufacturing chain is as strong only as its weakest
link. There is no doubt, therefore, that disappointment
in regard to car deliveries will be minimized for those
prospective purchasers who get their orders in early.
The condition of the steel market as outlined editorially
two weeks ago was by no means exaggerated, and the
electric railway industry must take its place in the
waiting line. Steel is being produced at a rate of ap-
proximately 40,000,000 tons annually and as long as the
reign of the god of war continues it can be consumed
at this rate, or at a greater rate if manufacturing facili-
ties are increased under the temporary stimulus. The
slogan "Order them now" is therefore an appropriate
one.

ENGINEER AP- We are glad to record this week
POINTED TO NEW another excellent appointment by
YORK COMMISSION Governor whitman to the New
York Public Service Commission, First District, in the
person of Henry W. Hodge. The complaint of sev-
eral politicians on the appointment is added evidence of
its suitability, and the new appointee's record as an
engineer makes his selection one of the best things
that could have happened to restore public confidence
in the now discredited regulatory body in New York
City. We are glad that Governor Whitman has recog-
nized the demand that there should be representation
on the Public Service Commission of the engineering
profession because of the large number of engineering
questions which naturally come before the commission
for consideration. Mr. Hodge has been engineer for
some of the largest bridges in the country and is a
director of the American Society of Civil Engineers and
a member of the council of the American Institute of
Consulting Engineers. But it is not only because of
Mr. Hodge's reputation as an engineer that we com-
mend the appointment. His standing in the community
and his success in other fields where careful judgment
and executive ability are required are additional evi-
dences of his fitness for the place. If, as has been said,
he is a strong personal friend of the Governor, we can
only repeat the wish expressed by Lincoln when told
that Grant favored a particular brand of whiskey, and
hope that he has many more friends of this character.

AUTOMOBILE Elsewhere in this issue we are

COMPETITION NOT fortunate in being able to publish
DISCOURAGING & discussion by Ernest Qonzenbach

upon the future influence of the automobile, which, it
may be said, was written some months ago, not for
publication, but for private circulation among the in-
vestors in the properties with which the author is
associated. It was intended originally to bring about
debate upon the problem which appears so portentous
of ill fortune to many electric railway operators to-day,
and it provides a most excellent basis for consideration
of the wider aspects of the present situation. In brief,
Mr. Gonzenbach's belief is that, though there may be
new and untapped sources of revenue, especially for the
interurban railways, the real opportunity for the indus-
try in meeting automobile competition lies in the
financing of operating-cost reductions whose possibili-
ties have only become apparent since the present period
of readjustment and refinement began. That there are
many such chances for improving conditions cannot be
doubted. Some will involve capital expenditures, as
exemplified by the lightweight interurban cars, the one-
man city cars and the automatic substations cited by
the author, but on the other hand, such improvements
as increased schedule speed and accident prevention
may actually cost nothing for their introduction. For
the industry as a whole, all of these and similar more
or less definitely understood betterments are of the
future. They are developments whose eventual com-
mercialization cannot fail to relieve the situation at
least in part, and if for no other reason than that the
industry has something to look forward to, the outlook
for the future cannot fail to be encouraging.

COMPETITION

AS A

STIMULANT

In the light of past experience one
must admit that the automobile is
certain to be gradually improved,
even though the chances are greatly against the sudden
arrival of any revolutionary change in its favor such as
gasoline at 3 cents or 4 cents per gallon — a circumstance,
by the way, which alone would not make the jitney really
profitable. Since even gradual changes eventually be-
come revolutionary in extent, it is quite conceivable
that, if the electric railway stands still long enough, it
might be driven out of business by some form of super-
jitney, or seriously injured by some vast and at present
incomprehensible increase in the use of private auto-
mobiles. Clearly enough, the electric railway industry
cannot afford to stand still at all. It is now meeting
competition, and whether this competition is going to
centralize about the jitney or the private motor car is
really immaterial in the final result. The obvious move

68

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 2

is to take advantage of those opportunities for reducing
the cost of transportation that are presenting them-
selves, and there is no doubt that those electric railways
which do so will, as Mr. Gonzenbach has so aptly put
it in his article on another page, emerge soonest from
the black clouds of to-day, from which they will have
"grabbed the silver lining."

CAN THE JITNEY BE REVIVIFIED?

It is the practicability and definiteness of improve-
ments for the immediate future of the electric railway
industry that provides an answer to the somewhat
alarming queries propounded by H. S. Cooper in his
article of last week regarding the prospect of a revivi-
fied jitney.

It is obviously true, as this author points out, that the
recently deceased jitney movement had everything
against it; that its latent possibilities were submerged
by improperly designed equipment as well as by a gen-
eral insufficiency of knowledge and experience, and that,
given the advantage of certain "favorable changes," the
present receding wave might flow back with an added
impetus that could even sweep away the very founda-
tions of the electric railway industry. Granting this
possibility, however, does not alter the fact that in the
competition between the two forms of transportation
the electric railway has already "sunk its putt," and the
jitney, in whatever form it comes in future, has still
to make its shot. Whether its chances for "holing out"
are good or bad depends upon the individual viewpoint,
but no one can say that it is certain eventually to make
good. There is at least a chance for it to miss at its
next trial, as it did in the past disastrous twelvemonth
of operation.

On the other hand, we know definitely that the electric
railway can be successful, and we know definitely that
improvements can be made. For it to survive, miracles
are by no means necessary. Of course, Mr. Cooper's
list of "favorable changes" for the jitney bus are per-
fectly reasonable possibilities, including even a low-
priced fuel, and the establishment of all of them as
accomplished facts would, no doubt, wreck the electric
railways. But for that matter, so would the commercial
development of individual flying machines that per-
mitted every one to fly instead of walk. This, as a
matter of fact, is no more than equivalent to the threat
of revolutionary change which the future holds over
every form of activity, and yet the number of industries
that actually have been thus wiped out is utterly insig-
nificant, reciprocating steam engine construction and
carriage building being the only recent ones that come
off-hand to mind.

That the jitney or its equivalent will return some day
in new form and with renewed vigor is, therefore, ex-
ceedingly unlikely. As a nation-wide movement the
jitney is dead. Rattling its bones may bring some valu-
able lessons to the electric railways but can hardly be
terrifying, and in this regard we cannot agree with Mr.
Cooper even though we can heartily applaud his belief
that the electric railway industry should keep its ear
close to the ground.

THE RHODE ISLAND ARBITRATION AWARD

Probably the most striking point in the Rhode Island
arbitration award, abstracted in last week's issue,
is the limitation of the wage increase to blue uniformed
men who have been in the company's service more than
one year, and the grant of a 0.5 cent increase for
second-year service and a 1.5 cent increase for third-
year service, thus placing a premium on the continu-
ance of service for three years. The arbitration board
thus does well in regarding the first-year and second-
year men as apprentices, and gives the more experienced
men the higher wages. Naturally this finding has led
to expressions of dissatisfaction among the younger
men, but the newer employees have been decidedly
helped by the fixing of a daily guarantee of six hours'
work, with fourteen hours' outside time for extra men.

The granting of the increase on the basis of com-
parison with neighboring schedules is worthy of note,
since the board stated emphatically that little light
was thrown upon the wage question by the considera-
tion of compensation in other occupations. In arbitra-
tion proceedings in Massachusetts it has long been a
favorite method of the union representatives to pre-
sent extended evidence in regard to the earnings of
carpenters, bricklayers, masons and other craftsmen
per hour or per day in order to prove that the earnings
of platform men are low. Even city employees have
been dragged into such proceedings. The present ar-
bitration board, however, rightly considers such evi-
dence of little value, and prefers to fix the scale by di-
rect comparison. This is obviously a more just method.
Just how far a board can properly go in assuming that
operating conditions on one railway resemble those on
another is, of course, a question open to debate, but on
the whole it seems that the prevailing scales on neigh-
boring systems having similar service problems may
justly be considered in wage awards. It is interesting
to observe that the present arbitration board, when
judging the similarity of conditions on different proper-
ties, refused to countenance the technical objection that
state lines intervened between such properties. In
other words, the board felt that a likeness of conditions
was a matter for proof based on other factors than mere
geographical boundaries, and on the basis of the data
submitted it considered that Massachusetts and Con-
necticut companies were near enough in the same gen-
eral section and under sufficiently analogous conditions
to permit fair and just comparisons to be drawn.

The difficulty of occupational comparison, or at least
the lack of satisfactory comparative evidence presented
by the employees in the present case, appears in part
responsible for the decision to leave the wages of shop,
power-plant and other miscellaneous employees un-
changed. The deeper the board went into the evidence,
the more difficult it became to compare the work of
such men on the Rhode Island system with that of mis-
cellaneous employees elsewhere. Owing to local condi-
tions, and probably also to gradual development, the
classifications of these employees differ materially in
different companies, which is only another way of say-
ing that their duties and capabilities vary widely. At

January 8, 1916]

ELECTRIC RAILWAY JOURNAL

69

all events, the board found no reason to recommend an
increase for any men in this class, from which it would
seem that they must be reasonably well paid.

The broader question of the company's ability to
withstand the increases granted is closely related to
the onerous conditions imposed upon it in the way of
taxation and assessment for city improvements and
maintenance. Heavy burdens have been assumed by
the road as a condition of the right to do business in
Providence, and the case is simply another one where
public co-operation is needed to put the company on
the plane where it belongs as a successful business in-
stitution. If citizens and employees will do their part,
the Rhode Island Company and others which are labor-
ing under enormous handicaps will come out of the
woods and be able to pay an attractive wage, and also
render the service that skilled management and loyal
support are glad to give in return for a reasonable re-
ward to the investor.

PHYSICAL LIMITATIONS IMPEDE INTERURBAN
GROWTH

Progress in interurban railway extensions and con-
struction has not only practically ceased but existing
roads are finding the problem of earning a fair return
on their investment increasingly difficult. Gross re-
ceipts are not only not increasing with the development
of the country, but in many individual cases they are
actually decreasing. Greater economy in operation is
hardly possible except at the expense of maintenance,
and this would be merely "robbing Peter to pay Paul."
What has brought about this condition? Competition?
Yes, to some extent. Regulation? Only to a small de-
gree. Mismanagement? No. Then what is the cause?
We are strongly of the opinion that the present trouble
is due principally to the erroneous idea on the part of
the original builders of the roads as to their revenue-
producing possibilities.

Most of the interurban roads were built, primarily,
to handle passenger traffic. The frequency and reli-
ability of the service established soon gleaned the terri-
tory of any prospect of adding greatly to the gross
revenue from improvements in this direction. As pas-
senger traffic stimulators, picnics and amusement parks
have been tried, but most companies have found them
to be unprofitable. To cap the climax, the automobile,
in the past few years, has made irretrievable inroads
into the possibilities for future development of pas-
senger traffic. The question now is, where shall the
interurban railways turn to obtain the additional reve-
nue which they require?

As we view the situation, the interurban roads are
in a rut and heroic measures are necessary to bring
about an enduring remedy. While it is true that some
regulatory measures have tended to impede natural
growth, the question with most companies has been
whether they dared to increase their passenger and
freight rates to the maximum permitted by law. Many
have done this, but renewals, automobile competition
and laws requiring block signal protection and grade
separations have more than offset the increased earn-

ings thus obtained. Fields other than the passenger
business now must be sought to recover this loss, and
it appears that the best opportunity for rapid develop-
ment is afforded by going into the general freight-
handling business. To do this, franchise limitations
must be overcome, physical restrictions must be re-
moved and liberal freight-handling facilities and ter-
minals will be required to obtain sufficient freight traf-
fic to make it profitable.

Why the electric interurban lines have not consid-
ered themselves as undeveloped until they were fitted
physically to meet the competitive freight service of-
fered by steam roads is a question difficult to answer.
Some may say that the experience with freight service
on a small scale has shown that it is unprofitable. We
are of the opinion that this is a mistaken conclusion.

The passenger traffic, on most interurban roads,
has been sufficiently dense to show a small profit, but it
should be evident, at least by this time, that it alone will
not make the interurban electric railways prosper.
Many isolated properties could be cited that have gone
into the wholesale freight-handling business on a scale
equal to that practised by steam roads and have found
it profitable. If this policy is successful on roads with-
out track .connections to other electric interurban lines,
how much more so would it be with networks of electric
lines such as exist in certain parts of the country.

Interurban railway managers, as a rule, are close to
the public they serve, and there does not appear to be
the slightest doubt that they could obtain most of the
intrastate freight, and where they have electric or
steam road connections, considerable interstate freight
as well, both in car loads and in less than carload ship-
ments.

A network of interurban lines, through their associa-
tions, should work together as one system in the han-
dling of through freight to insure the reliability and
dispatch of the service. Belt lines around many cities
will be necessary, tracks to industries will be required,
and extensions to passing sidings must be made to care
for freight traffic. The expense of these changes un-
questionably will be considerable, but all of these things
need not be done at once. The principal matter is to
decide upon the direction of future improvement. The
situation may seem clearer if we consider that the in-
terurban road, as it stands to-day, is largely an unde-
veloped enterprise, and that for it to lie idle during the
night hours when the passenger service is practically
off the line is an economic waste.

Interurban electric railways, like every other suc-
cessful business, should be prepared to sell every prod-
uct that they can supply. There is not the slightest
doubt that if the electric lines will prepare to handle
freight of all kinds the business will be forthcoming
and at rates which will make it profitable. But it can-
not be obtained in considerable quantities without a
sufficient degree of preparedness in the form of track-
age especially installed to handle every class of freight
that can be carried profitably and the elimination of
physical errors which impede the operation of freight
trains.

70

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 2

Safety First in Seattle

The Author Describes the Early Interest of the Seattle Company in Accident Prevention, the
Organization of Safety Committees, the System of "Barn Bogies" and other Methods
Which Have Materially Reduced the Accidents on the Railway

By GEORGE CARSON

President American Electric Railway Claims Association

WHILE the country has been progressing in vari-
ous directions for many years, advance in accident
prevention in an organized and systematic manner is
comparatively new. So far as I know, the first work
of this kind was undertaken by Stone & Webster in
1908, when the firm began a campaign of publicity in
the daily press in all the cities where their properties
were located, publishing cuts illustrating various types
of accidents to pedestrians, vehicle drivers, etc. Soon
after that time we held occasional meetings in Seattle
of the officials of the company and trainmen at the vari-
ous carhouses, but these meetings were few, and it was
not until June 21, 1910, that we became active in organ-
ized preventive work.

On the evening of that date we held a safety meeting
at Fremont carhouse of the trainmen, transportation
officials and members of the claim department. There
was an attendance of about 150 trainmen. The meeting
lasted for more than two hours, the heads of the trans-
portation, employment and claim departments making
addresses, and the keynote in every instance was co-
operation. Co-operation is still the watchword. With-
out such no part of the business in which we are en-
gaged can be a complete success. Mr. Kempster, at
that time superintendent of transportation, presided
and opened the meeting with the following address,
which was so pertinent to the work about to be under-
taken and afterward followed, that I quote it in full:

"The subject of prevention of accidents is the one for
which we have met to-night. We have met to talk about
ways and means in preventing accidents. The money
that this company pays out in settling accident claims
and in taking care of the expense incident to every
accident that occurs is something enormous, way be-
yond what a majority of you have any idea of. Not only
is that true of this company, but it is equally true of
every public utility corporation engaged in transport-
ing passengers throughout the country.

"Money paid in that way is practically a dead loss.
It is gone. No good can come from it. There is no
possible means of getting it back. The question in this
business is how much profit you can get out of that 5
cents that is paid by the passenger, and we are in this
business for the profit that there is in it.

"No single individual can furnish the money neces-
sary to equip and operate a company of the size of the
transportation company here in Seattle. The company
that can make the best record in accident claims or in
the prevention of accidents is the company that has the
best standing, as a rule, in the financial world.

"A side of the question that touches all of us more
closely than the investment side is the question of
safety, the question of being carried on these cars with-
out injury, without danger of losing life or limb, and
free from injuries of that character. That is what the
public wants. That is what it demands. There is
always a double loss. We lose the confidence that the
public has a right to expect. If the people of the com-
munity feel that the cars upon which they are riding
are not properly handled, that they are apt to be hurt,

and if men feel that when their wives and children
are being carried from one part of the city to another
they are likely to suffer injury, they will have a very
poor opinion of the company, of its methods, and inci-
dentally of the men who handle the cars.

"We have had an experience in the past few years
that has been anything but creditable. We want from
now on to get closer together — each one of us — in the
matter of prevention of accidents, and with that end in
view the claim department, right from the chief of the
department, Mr. Carson, all the way down, is going to
take part with the transportation department in an
effort to study out this question, and enlist the aid and
support of you men in eliminating a great many of these
dangerous and costly accidents. There is only one way
in which that can be done, and that is through securing
the hearty co-operation and support of every man in
the department. It means just as much to you as to
any one else connected with the company. You — all of
you — would, I am sure, take pride in working for a
concern whose record in that particular is good. There
are many features in this city which make accidents
more liable to occur than they do in other communities.
It calls for just a little more care than it would if condi-
tions were easier in the matter of operation.

"I want you to know this : that it is not the purpose
of these meetings from now on to lecture or to find
fault, or anything of that kind, but the whole purpose
of these meetings is to educate, to train and to render
such help as we can, singly or unitedly, to pull this
thing up to a higher plane and to cut down and to cut
out a great many of the accidents from which we now
have to suffer."

J. M. Wilmot, who was at that time chief clerk in the
claim department, submitted figures which were amaz-
ing, emphasizing the fact that 10 per cent of the gross
railway receipts were being spent for accidents, so
much money being absolutely thrown away. The acci-
dent situation and expense at that time was alarming.
For the preceding month (May, 1910) the following
was the condition :

There were 450 reported accidents.
Ten collisions between cars.
Seventy-one collisions with vehicles.
Eighteen collisions with pedestrians.
Ten collisions with animals.
Thirty-eight derailments.

Twelve accidents clue to defective car or track.
Twenty-nine accidents due to persons boarding moving cars.
Sixty-nine accidents due to persons leaving moving cars.
Eighty-three accidents to persons while on cars (including where
they fell in aisles, etc.).

Two persoas fell from moving cars.
Sixteen persons fell near cars.
Ninety-two miscellaneous.

During that month there were eighty-five accident
reports on which no witnesses were returned, or 18.8
per cent of the whole amount. The average witnesses
per accident was but four, an exceedingly bad showing
as compared with other companies. Great improvement
has been brought about in this regard since that time.

Of the ten collisions between cars, six were with
injuries and four without, the total cost of the ten
accidents being $3,417.

January 8, 1916]

ELECTRIC RAILWAY JOURNAL

71

Puget Sound Traction, Light & Power Company

SEATTLE DIVISION

SAFETY COMMITTEE ORGANIZATION

TO ALL EMPLOYES

For two years the Company haa had organized Safety Committees. The object being to bring about an organized
effort to discover and remove causes of accidents. This is not a substitute for but an aid to those charged directly with
such duties. The result has proved the wisdom of the plan and Safety Committees have become a fixture.

The organization of these Safety Committees consists of a Central and Division Safety Committees. The Division
Safety Committees reporting to the Central.

The following diagram illustrates the organization

(DIVISION SAFETY COMMITTEES)
The Central Safety Committee Is composed of the following officers of the Company :

SUPERINTENDENT ROLLING STOCK AND SHOPS
OPERATING SUPERINTENDENT, LIGHT & POWER
SUPERINTENDENT WATER POWER
ROADMASTER

SUPERINTENDENT DIVISION NO. 1
SUPERINTENDENT DIVISION NO. 2

CLAIM AGENT (Chairman)
ASSISTANT TO THE MANAGER
SUPERINTENDENT RAILWAY
SUPERINTENDENT LIGHT & POWER
CHIEF ENGINEER

LAW DEPARTMENT TRIAL ATTORNEYS
SUPERINTENDENT TRANSPORTATION

In order that the influence of the organization may be exlended as far as possible and bring it to renewed and vigil-
ant support, the personnel of the Division Safety Committees are changed each six months.

The plan of the organization consists not only in each and every member of the Central Safety Committee being
on the lookout for anything that might cause accidents, but in impressing upon the Division Safety Committee, and
through them upon every employee, the duty to be vigilant and faithful in observing and noticing those conditions by and
through which accidents may be caused. When any employee observes any condition whereby an accident might be
caused, he is urged to report the matter at once to the Din- i-m Safr'tv Cmmittee Chairman, whose duty it will be, there-
after, to notify immediately the chairman of the Central Safety Committee, who in turn will at once report the matter
to the proper department That every employee may know the result of a report, it is the policy of the Central Safety
Committee to advise the employee who made the original report of the action taken.

It is the purpose of the Company to make this year the safest in its history, and this it can only do by the aid and
vigilance of each and every employee of the Company in reporting any condition likely to produce an accident- The
best and most satisfactory results can only be had by united action — by "team work."

Every employee is a member of the "Safety League."

Because a condition that is likely to produce on accident has not been produced by you or is not directly connected
with your work is no reason why you should fail or hesitate to immediately advise the Division Safety Committee
Chairman of it

There are several thousand employees of the Company going over the various lines of railway and scattered
throughout the various stations and properties of the Company, and if every one of these employees will keep in mind
that it is the policy of the Company to have safety first aod that it is the policy and intention of the Company to re-
move and change those conditions whereby accidents are liable to be caused, and if such employees will report at once,
as herein suggested, those conditions, they will not only be serving the Company but they will be serving the public
and providing themselves with safer places to work.

If the employees of the Company will also take the time and trouble to look into the history of the men now controll-
ing the operation and management of the Company they will he surprised to learn how many have risen from the ranka.
What has been accomplished in the past will also occur again in the future. Men will rise from the raoks to positions
Of importance. This can only come from making the Company's business your bus:ne:S. and when any employee ob-
serves and reports those conditions whereby accident- may t„. preiuced. to that extent he is showing an interest in hia
employer's interest and to that extent he is bringing himself in line for worthy promotion.

Let us make this year the safest year in the history of the Company.

PUGET SOUND TRACTION, LIGHT & POWER COMPANY.
SEATTLE DIVISION.

SAFETY IN

SEATTLE — BULLETIN ANNOUNCING
OF SAFETY COMMITTEE

APPOINTMENT

The seventy-one collisions with vehicles cost $4,370.

Collisions with pedestrians cost more than $2,000.

Derailments during the month cost $1,157 ; accidents
to persons leaving moving cars came to more than
$5,000. The eighty-three accidents to persons while on
cars, due to bad operation, cost the enormous total of
$4,012.

Miscellaneous accidents cost $1,229.

The operating expenses of the claim department
brought the total expense for the month to the enor-
mous sum of $26,620, fully double our present average
expense.

The Fremont meeting was a complete success. The
men listened with the closest attention. Other similar
meetings followed close thereafter, and this, coupled
with publicity in the Live Wire, brought about almost
an immediate reduction in the number and severity of

Claim Expenses and Comparison of Accidents in Seattle Since
Safety Committee Organization Was Effected in
January, 1912

Claim expense, 1911, $216,999.84 .. Per cent of gross earnings, 6.16
Claim expense, 1912, 226,668.20 . .Per cent of gross earnings, 6.50
Claim expense, 1913, 188,805.46 .. Per cent of gross earnings, 5.15
Claim expense, 1914, 177,955.59 . .Per cent of gross earnings, 4.86

Comparison of Accidents

1911 1912 1913 1914

Derailments 25 9 8 6

Collision between cars 22 15 15 21

Collision with vehicles 363 424 539 515

Collision with pedestrians 176 149 136 116

Boarding moving cars 114 32 55 39

Leaving moving cars 209 125 110 106

Boarding and leaving still cars. 172 150 172 184

Accidents to persons on cars... 356 351 384 427

Defective car or track 79 21 55 28

Totals 1,516 1,276 1,474 1,442

accidents and in the accident expense. We have con-
tinued the carhouse meetings regularly ever since.

In August, 1912, a sub-committee of the central safety
committee was appointed to take up the matter of car-
house meetings and subjects, in this way making the
work most systematic and efficient. This committee is
still serving.

Lectures to School Children and
Their Results

In the fall of 1910 we started safety lectures in the
public and private schools, women's and other clubs,
universities, business colleges, etc., employing for that
purpose F. S. Hughes, who had lectured to the school
children of Portland some months previous with splen-
did success-. In connection with the school lectures we
distributed 100,000 safety lapel buttons to the children
of the schools, and followed that by placing nicely
framed cards of "Street Car Don'ts" in all the schools
throughout the city, both public and private, with warn-
ings against accidents printed thereon.

There were in the city of Seattle at that time some
900 school rooms, more than 30,000 pupils and approx-
imately 1000 teachers. This has reference only to the
public schools. There were a number of private schools,
in which there were employed approximately fifty teach-
ers, with 1500 pupils. Two talks were given to all the
pupils, both public and private, between Sept. 10, 1910,
and April 15, 1911, reaching approximately 45,000 chil-
dren, and undoubtedly, through the discussions and

THE SEATTLE ELECTRIC CO,

SEATTLE, WASH.. January 2nd, 1932.

TO ALL EMPLOYEES

Accidents cost the Company money, and the public toss and pain and suffer-in'* Our duly tmlh to Die public
and to Die Company is to be vigilant in discovering and removing causes of accidents. While toe preheat shows
grMtifHm^ improvement out the past in the disco vc iy and removal of causes of accidents ond the lessening of the
expense on account thereof, still by increased vigilance much further improvement can tic made along the line of
preventing n.ndents, and for that reasoD it has been decided by our Company to organize what arc t«> be known a.'
Safety Committees, the organisation to consist of two kinds of committees; one whieb has already been organjzed if
known as the Central Safety Committee.

The Central Safety Committee is composed of the following1:

MR. GEORGE CARSON, General Claim Agent, Chairman

MR. A. L. KEMPSTER, Superintendent of Railways.

MR, G. A. RICHARDSON, Superintendent of Transportation.

MR. A. D CAMPBELL, Superintendent of Rolling Stock and Shops,

MR. W. S. SALLEE, Superintendent of Ways and Structures.

MR. G E. QUINAN, Operating Sujwrintendent. Light and Power Department

MR. G. B. HARRINGTON, Superintendent of Mines.

MR. D. W HENDERSON, Superintendent of Division No. 1.

MR. J. D. NICE, Superintendent of Division No. 2.
The other committees it is proposed to organize are to be known as Division Safety Committees, it being in-
tended to organise a Division Safetv Oniimittce at all six Barns, the organization to be started at first at the North
Seattle Barn. It has been decided that this Division Safety Committee shall be <
Station Master as Chairman.

1 i

A Total of 12 i

) from the Sub-Station,
i from the Trolley Line Department, e
i from the Mechanical Department,
.inmen, making

: Dh

i Safety Committee will be l

: and notice sent to the members, the

The personnel of thi:
selection having already been i

The duties of the members of the Division Safety Committee shall he as follows: To keep a continual lookout for
anything that might cause or. tend to cause uccidenls, mid. having discovered same, to report it promptly on blanks
that will be furnished, to the Chairman of the Division Safety Committee, whose duty it will be to forward such
reports promptly to the Chairman of the Central Safety Committee, by whom they shall be at once fot'warded to
the head of the department concerned, for action. When the matter reported has been acted upon, notice of action
taken will be sent to the Chairman of the Division Safety Committee, who shall advise the member who mode tho
original report of the action taken.

The idea, as most of our men no doubt know, of men in the ranks reporting defects and causes of accidents is
not a new one. It has tiecn done in- the past continually and great benefit hns been derived 'therefrom. The organi-
zation of these committees is for the purpose of providing a channel through which not only members of the com-
mittees tad all other employes can present, in a pro|«T and orderly maimer, suggestions and recommendations for
givater safety and improvement in conditions and methods. The Management lias always not only muted suggestions,
but bus solicited them, and is" thereby afforded the benefit of ideas and observations of the men who "actually do the
work in the ranks.

This, it is felt, will bring the officers of the Company and the men closer together, something 'always very desirable.
The following are suggestions of matters to be reported by members of the Division Safely Committee: Defective
care, defective track, defective tools or machinery, defective platforms ami landings, defective bridges and trestles,
defective buildings, overhead defects, obstructions near the track where a passenger is liable to be bit, and all other
matters that might lend to cause accidents. Of course, emergency matters, and defects requiring immediate attention,
will continue to he reported as heretofore.

One of the most important duties that members of the Committee will be called upon to do is to watch the work
of new men entering Ihe service, or comparatively new men, and when such men arc disposed to lie negligent in operation,
due to excessive sliced or failure to slow down as required by rules when passing cars, or rough handling of cars
either in stopping or starting, or other matters of similar nature, either through igimraim- of the rules or other cause,

it will be the duty* of men on the Committee to go to them in a friendly way and tell them about mailers jri eon I mil

with operation in which they arc not proficient ami matters about which they mgbt be careless. Of course, if the
i spoken to did not respond to the advice given him, it would become necessary to report the mailer to the' proper

ling had been given, it would become necessary

i Division Committees shall bo i

months, thus giving opportunity

It, in he future, largely r
will tend to develop m

authority, and if a man should continue fj> be careless after !
to remove him from the service, as none of the men can n.fford to ha

It has been decided that the time of sen
to a large number of the men to serve withir.

It is the belief of the Company that tho men appointed on these, ew
vacancies occurring in higher positions, and also that service on these i
higher positions.

It is. intended that the Division Committees shall meet at least once each month, the Company paving them for
the time consumed in allendam-e at the meetings, and also thai meetings shall lie held between Ihe Division (Vmnulteea
and the Central < 'ommittre at timen to be decided upon, for the purpose of discussing matters of interest in the pre-
vention of accidents.

It Is also l-elieved that this organization, in the bringing togothci
this intimate way, will result in more friendly and closer relations
accidents will be greatly reduced, and that we shall secure what i
dent expense.

of the officers and employees of the Company,
between them; thai conditions will improve ai
'erybody desires, viz., greater safety and less ao

THE SEATTLE ELECTRIC COMPANY.

SAFETY IN SEATTLE — BULLETIN DESCRIBING WORK
PLISHED BY SAFETY COMMITTEE AFTER TWO
YEARS OF SERVICE

ACCOM-

72

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 2

Puget Sound Traction, Light & Power Company

SEATTLE DIVISION

HEADQUARTERS OF CENTRAL SAFETY COMMITTEE

ROOM 203. ELECTRIC BUILDING

SAFETY BULLETIN No. 2

SEATTLE, WASH., January 2nd. 1913

One year ago we issued our first Safety Bulletin announcing safety committee organization. IT HARKED A NEW
DEVELOPMENT IN ACCIDENT PREVENTION.

The organization of safety committees is baaed on the idea that our FIRST duty is to reduce accidents to the
SMALLEST POSSIBLE rUNIHUM. The plan systematizes the efforts of ALL EMPLOYEES. We have been more then grati-
fied by the work of the pas' year and we desire to express our appreciation for the splendid work of the division com-
mittees. We believe we will obtain GREATER RESULTS during the coming year.
The present Central Safety Committee is composed of the following:
Ceo. Carson, Claim Agent, Chairman.
A. L. Kempster. General Superintendent.

C. B. Harrington, Assistant General Superintendent.
G. A. Richardson, Superintendent of Railway.

G. P. James, Chief Engineer.

D. W. Henderson. Superintendent of Transportation.

A, D. Campbell. Superintendent of Rolling Stock & Shops.

G. E. Quinan, Operating Superintendent, Light it Power Department. -

W. S. Sallee, Superintendent of Ways & Structures.

W. A. Burrell, Superintendent of Division No. 1.

J. D. Nice, Superintendent of Division No. 2,

Every Employer is- a- Member of the "Safety League"
TAKE NOTICE!

Keep a lookout for defective care.

Keep a lookout for defective tracks.

Keep a lookout for defective tools or machinery.

Keep a lookout for defective landings.

Keep a lookout for ANYTHING THAT MIGHT CAUSE ACCIDENTS

Report promptly lo the Chairman of the Central Safety Committee.
REMEMBER ETERNAL VIGILANCE IS THE PRICE OF SAFETY

Watch the work.of new men. Speak kindly to them about matters in which they appear negligent It they do not,
respond to kindly advice, report the matter. You will be advised of whatever action is taken upon any matter reported'

by you.

IT IS THE POLICY OF THE COMPANY TO PROMOTE ONLY MEN WHO SHOW INTEREST AND EFFICIENCY

GEO. CARSON, Chairman.

SAFETY IN SEATTLE SAFETY BULLETIN NO. 2

communications that of necessity would occur in their
homes following the talks and lectures, almost every
person in the city. With a view of determining accu-
rately the probable effect of these talks along the line
of safety, I made a comparison of the records in my
office from Sept. 1, 1910, to May 1, 1911, with the year
preceding July 1, 1910. In another communication
bearing upon this same subject, and covering the acci-
dents to boys and girls where the boys and girls were
not without fault, between July 1, 1909, and July 1,
1910, I compiled the following summary:

Between July 1, 1909, and July 1, 1910, the confi-
dential reports of my office showed 157 accidents in
which boys and girls were involved and in which the
girls and boys were not without fault. In these, thirty-
six girls were involved and 121 boys. This indicates a
greater carelessness and indifference to danger on the
part of the boys. A further classification of these acci-
dents showed that forty-nine children were injured by
being struck by a car, twenty-three were hurt in jump-
ing on or off moving cars, thirteen occurred in getting
off standing cars, seven on account of collisions with
little wagons or bicycles, twelve by being hit by teams
or some other vehicle while alighting from a car, two
falling down while running beside a car, fifty-one mis-
cellaneous. As will be seen, there were 157 accidents in
twelve months, approximately thirteen a month.

The confidential reports of my office also showed from
Sept. 1, 1910, to May 1, 1911, a period of eight months,
thirty-three accidents in which boys and girls were not
without fault, being accidents of similar character to
those occurring in the summary of the year prior to
July 1, 1910. In other words, the accidents of that
character averaged, beginning with the school year of

1910, when the lectures were begun, to the spring of

1911, approximately four a month, or nine less per
month than had occurred during the previous period.
While probably the lectures in the public schools cannot
claim the credit for all of this reduction, as improve-

ments had been made in other and various lines, I can-
not but feel that they constituted a controlling factor
in reducing the number of accidents. They are a type
of accidents generally in which the defense of contrib-
utory negligence cannot be ordinarily sustained, and
where there is any negligence on the part of the com-
pany a liability exists.

We are still giving the school lectures with con-
tinued gratifying results.

In addition to school lectures the safety inspector, J.
F. Cooper, takes up with the police department, auto-
mobile association and owners of vehicles the matter
of carelessness on the part of drivers. He also calls on
parents of children found reckless in the streets.

Efforts with Vehicle Drivers Successful

In the spring of 1911 we sent a circular letter to all
vehicle owners throughout the city, asking their co-
operation in the prevention of accidents. A copy of
this circular letter is given herewith.

We also placed in the barns and garages throughout
the city cards illustrating various types of vehicular
accidents with words of warning against accidents
printed thereon. These cards were patterned from the
cuts which were used by Stone & Webster in news-
papers in 1908.

About the same time we distributed in offices and
stores thoughout the city 100,000 desk blotters with
words of warning against accidents printed thereon and
also mailed a large number with bills to the company's
customers, and we placed large safety pennants in the
trainmen's quarters, company's shops, carhouses and
other buildings.

Organization of Safety Committee

The Seattle Electric Company
Law Department — Claims Department
Seattle

Gentlemen :

The purpose of sending you this letter is to ask your
earnest co-operation in the avoidance of collisions between
your vehicles and the street cars. I am sure neither^ desires
such accidents, which at times result not only in serious in-
jury to the animals and vehicles, but result in painful and
fatal injuries to the drivers and to the employees and pas-
sengers in the cars. There should be no enmity between your
employees and our employees ; both should earnestly endeavor
to avoid injury to the other.

In the past year especially, my investigators and myself
have regularly and frequently conducted meetings in the vari-
ous street car barns, whereby those in charge of the cars
have been cautioned and instructed in the avoidance of col-
lisions, and I assure you that this instruction and caution
will be continued. A word of caution from you to your em-
ployees may save a serious accident. Will you not give it?

Street cars weigh many tons and are operated upon fixed
tracks. It is impossible for them to turn out or to make an
immediate stop. In crossing street car tracks or in turning
on to the tracks, will you not urge your employees to look
and listen and not attempt to drive on or across the track
near an approaching car?

Might you not suggest, also, to your employees that after
night, especially where it is dark and the vehicle not readily
seen and where there is no reasonable necessity for driving
on the street car tracks, that they drive to the side of the
tracks and avoid the possibility of a collision? At a very
small expense many of the collisions after night between the
street cars and the wagons could be avoided if the wagon
would display red lights, similar to those on autos, and thus
enable the operator of the car to discover in time the pres-
ence of the vehicle.

Mutual co-operation between us to avoid collisions, I am
sure, will be beneficial to both. Let us co-operate.

I am illustrating common types of collisions between street
cars and vehicles by posters, which T trust may help to en-
force the ideas herein expressed.

Accidents are expensive to both, and I assure you on behalf
of the company I represent that every effort to avoid them
will continue to be made.

Very truly,

George Carson,
General Claim Agent.

SAFETY IN SEATTLE CIRCULAR LETTER TO VEHICLE OWNERS

In January, 1912, we organized safety committees.
The safety committee idea originated with Ralph

January 8, 1916] ELECTRIC RAILWAY JOURNAL

73

Puget Sound Traction, Light and Power Company

SEATTLE DIVISION

HEADQUARTERS OF CENTRAL SAFETY COMMITTEE

ROOM 203 ELECTRIC BUILDING

Seattle, January 2, 1914

Annual Safety Bulletin No. 3

SAFETY FIRST

1914— BANNER YEAR— 1914

The Puget Sound Traction, Light & Power Company proposes to
make 1914 the safest year in its history. This can be
done only with your aid and watchfulness.

Watch! Watch! Watch!

Whenever you see anything that might cause an accident, report at
once to chairman of your division Safety Committee

DON'T DELAY

Make the Company's business your business. Interest shown brings promotion.

Remember: Eternal Vigilance is the Price of Safety

The present Safety Committee of this Division is composed of the following:

SAFETY IN SEATTLE — SAFETY BULLETIN NO. 3

R. Richards, general claim agent of the Chicago &
Northwestern Railroad. We in Seattle are the origi-
nators of safety committee organization as applied to
electric roads. Our plan of organization was taken up
by a small number of electric roads immediately after
our organization, on lines similar to ours, and gradually
other companies have been organizing them. I believe
that nine-tenths of all the large electric companies now
have safety committee organizations, which, in my opin-
ion, are the most effective accident preventive agency
known at this time. The benefit that comes from safety
committee organization is due to the fact that it creates
an official channel by which not only members of the
committees but all other employees can present in a
proper and orderly manner suggestions and recommen-
dations for improvement in conditions and methods.
This plan affords the management the benefit of ideas
and observations of the men who actually do the work
in the ranks. The organization arouses interest and
enthusiasm in accident prevention that cannot be
brought about, in my opinion, by ordinary methods. In
addition, the organization brings the officials and em-
ployees of the company closer together — something
which, for the mutual good feeling that it creates, is
always very desirable.

"Barn Bogie" System

Following close on the safety committees, we adopted
the "barn bogie" system. These bogies, I am satisfied,
result very beneficially as they create a friendly rivalry
which brings about increased exertion to avoid acci-
dents. (An account of this system was published in
the issue of the Electric Railway Journal for Feb. 1,
1913.)

Briefly the plan consists of a friendly, competitive
scheme among the trainmen of the several carhouses of
the company, wherein each carhouse not only attempts
to make the best showing as to the number of accidents
for a given time but, in addition, endeavors to beat its

own previous record. The electric carhouses compete
with each other distinctly from the cable houses. The
bogie allowance is made monthly and is a certain number
of accidents allowed each carhouse based upon the past
showing of the carhouse, number of cars operating
therefrom, car mileage, topographical conditions, etc.
This allowance is displayed upon the bogie chart, divided
by the month on a daily scale which is posted in each
carhouse.

The progress as to the number of accidents is posted
daily in each carhouse from figures made up from the
claim department so that the trainmen can at once see
the number of accidents in which their carhouse has
been involved to date and also the number of accidents
the other carhouses have had and their relative standing.
At the end of each month the percentages are computed,
and the score is then published in the journal issued
by the company, with such comments as may be deemed
pertinent.

Cumulative bogies are figures made up upon the same
theory for succeeding months. At the end of the first
six months the scores of the several carhouses for such
time are published and again at the end of the year, and
the carhouse which has made the best showing for the
year is, of course, proclaimed champion for that time.
But the fact that such carhouse has made the best show-
ing among the carhouses is of itself not the only goal,
for it must be remembered that in addition to having
made the best showing among the carhouses, the car-
house, in order to have accomplished the purpose of the
bogie, must have improved its own record for the pre-
vious year.

The "barn bogie" system has proved to be very suc-
cessful from every viewpoint. The company has found
the trainmen to be very much interested in it. In ad-
dition, the scheme has stimulated them to better effort
on their part in endeavoring to reduce the number of
accidents by more careful operation, etc. As in any
competitive game, the scores are watched by the train-
men with much interest, and it has engendered a friendly
rivalry among them as to which carhouse will carry off

Puget Sound Traction, Light and Power Company

SEATTLE DIVISION

HEADQUARTERS OF CENTRAL SAFETY COMMITTEE

ROOM 203 ELECTRIC BUILDING

Annual Safety Bulletin No. 4

WhatSafetyRestsOn

[safety]

Central Safety Committee [
Division Safety Committees
THE MAN ON THE JOB

Safety

Always

First.

Eternal Vigilance
The Price--

^ esterday. Today and Tomorrow.

I1 i rst , because it is Humane, and -

llldispcnsihll' to (he protection ol your own

and the Company's Interests; and It
ffVOHts with "The Man On the Job" to make it a

Nuccess.

I ako a band as a "Committee of One" and
When you-. "The Man On the Job" -sec anything that might cause an accident, report It AT ONCE to the
chairman of your Division Safely Committee.

While you have made 1914 THE BANNER YEAR ao far, with continued co-operation, YOU CAN
MAKE 1915 SHOW A BETTER RECORD.

The present Safety Committee of thin Division is composed of the following:

SAFETY IN SEATTLE SAFETY BULLETIN NO. 4

74

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 2

final honors, all to the common and commendable end
of materially reducing accidents.

Other Safety Methods

In the summer of 1912 the transportation department
adopted the near-side stop. It is generally believed by
all companies that this stop prevents a number of col-
lisions.

In the summer of 1909 the mechanical department be-
gan the equipping of cars on the prepayment system
with gates, completing this work on all cars on the sys-
tem (except cable cars) in the fall of 1912. Folding or
sliding gates on both ends of cars undoubtedly decrease
step accidents, more particularly after trainmen have
become accustomed to their use. Apart from defective
steps and landings, gates should eliminate all liability
step accidents and will do so if the gates are handled
by trainmen according to rules.

A short time ago our management decided to con-
vert the cable cars to the prepayment system with gates.
Some of the cable cars are now so equipped, and I feel
quite certain that this change will bring about a large
reduction in step accidents on cable cars, a cause of
accident from which we have suffered very much in the
past, many times through no fault of trainmen in han-
dling the cars.

In the spring of 1913 we sent a "follow-up" circular
letter to vehicle owners, urging their co-operation in the
avoidance of accidents, and at the same time we posted
other more elaborate posters illustrating vehicular acci-
dents in the carhouses and garages throughout the city.

SAFETY IN SEATTLE-

-CABLE CAR REBUILT FOR PREPAYMENT
SERVICE

In September, 1913, we organized our safety commit-
tee, adding thereto three divisions of the light and
power department and added to the central safety com-
mittee our two trial attorneys.

In the winter of 1913, we introduced stereopticon
views in connection with carhouse meetings, the views
being displayed by Mr. Upton, safety lecturer.

In May, 1914, we printed and distributed among the
school children 50,000 safety guide pamphlets for chil-
dren, with appropriate words of warning against ac-
cidents. In accident prevention, two factors are con-
cerned— the employee and the public. I believe that
the education of employees constitutes the backbone of
all safety work.

The topography of Seattle is unfavorable to safe
operation. Its many hills call for the most rigid inspec-
tion to detect defects so that the remedy may be ap-
plied before the accident occurs. A defect in equipment
on level track might not occasion any damage whatever,
while the same defect on a steep grade might cause the
most disastrous kind of an accident. In this regard our
safety committees are continually rendering valuable
aid in reporting promptly defects and dangerous con-
ditions wherever found.

Washington Employees Receive
Bonus

Distribution of $15,527 Under Profit-Sharing Plan
Inaugurated by the Washington Railway &
Electric Company Four Years Ago

FOLLOWING the fifteenth annual Christmas enter-
tainment given at the company's expense for the
children of employees, the management of the Wash-
ington Railway & Electric Company, Washington, D. C,
announced that 790 employees of the transportation de-
partment will receive specially designed checks with
face value aggregating $15,527, representing the sum to
be disbursed under the profit-sharing plan inaugurated
by President Clarence P. King four years ago. The

PROFIT-SHARING CHECK YCAI? 1915

Wiisfrifistw ffaJ/way £/ectrk Qunpaay

MllCXAl.i'v,. ■•' V, <.'..|\i fcK
1 -■'''^BflMT»)frWr--^^" '^^^m

SPECIALLY-DESIGNED PROFIT-SHARING CHECK

profit-sharing plan was conceived with a desire that the
employees, classified as platform men should share in
whatever improvement could be made in the year's
results over the preceding year. During the past four
years the amount divided has been based on the year
1911, when 26 per cent of the earnings (after deduc-
tion of 4 per cent District of Columbia tax) was ex-
pended for accidents and trainmen's wages. This year
a slight modification in the plan was made so that men
not receiving demerits during the year will receive a
larger amount than those who have received demerits
for infraction of rules. The transportation men eligible
to participate in the fund are those who have been in
the service a longer period than thirty days. The
amount of the check for 1915 to all men in the service
of the company for a period of one year or longer term,
and who have not received demerits, is $23.17 ; to those
in service eleven months $20.15, and a proportionate
amount to all others according to the length of time
employed.

Japanese Railway Projects

According to Eastern Engineering, the final plans
for the construction of a government railway line from
Tokyo to Kote, cutting off the haul over the Hakone
Mountains by boring a tunnel through the mountains,
were adopted during 1914. It is intended to use elec-
tric power for hauling through the tunnel. The year
1914 witnessed the completion of the long expected
electric line between Yokohama and Tokyo. Unfortu-
nately, the engineer having the work in charge decided
to alter the plans submitted by the foreign experts
called into consultation, hoping to effect a saving in the
cost of the line. The overhead contact wire for carry-
ing the current was in the original plan to have been
welded to the supporting carriers. The plans adopted
provided for the support of the wire by means of a
hook which was not closed. As a result, when the line
was opened, the passage of a train would elevate the
wires so that they slipped off the hooks. The conse-
quent confusion tied up the line for more than four
months. The line is now in operation and is proving
very successful.

January 8, 1916]

ELECTRIC RAILWAY JOURNAL

75

The Electric Railway and the Automobile

The Author Considers Competition from the Private Automobile a Serious Problem of the Future
— He Recommends Greater Attention to the Freight Business, Systematic Traffic Develop-
ment, Rearrangement of Schedules and Possible Auxiliary Bus Service as Remedies

By ERNEST GONZENBACH

General Manager Empire United Railways, Syracuse, N. Y.

THE electric railway situation at this time is so ex-
traordinary that an analysis is worthy of deepest
tnought, and a way out of existing conditions must be
sought and found. Indeed, it has even been charged
that the industry is in danger of being crowded aside
by the very circumstances which caused it to spring into
existence, although the facts here presented do not
justify that view.

The electric railway is really an expression of the
good roads movement which began long before that
movement had assumed definite shape, but which was,
nevertheless, a distinct development of that thought.
When it was desired to haul in a horse-drawn coach
more people than could be hauled by two horses on the
roads then prevailing, someone laid a pair of rails in the
street. The object was to provide a smooth highway.
Horse cars prospered because the investment was small
and the operating expenses were within reason. Then
came the era of electrification, when enormous sums of
money were spent in providing heavy track and larger
rolling stock, and the railways were extended out into
the country. In the meantime, charges due to the enor-
mous investment multiplied, the wages of men operat-
ing the cars increased enormously and, with the in-
crease in weight of cars, the maintenance of the road-
way and the power required to move cars kept on grow-
ing. The unit of compensation, however, remained per-
sistently the same, and electric railways eventually
reached the crisis which now confronts the entire in-
dustry. This is a crisis which is based almost entirely
on the fact that the return to the railways has not kept
pace with the increasing expenses, and that the rail-
ways have never at any time in their history had enough
net earnings to be able to write off any portion of their
capital charges, although, in fact, such capital has been
continuously subject to diminution by wear and tear as
well as by obsolescence.

To-day the conduct and management of the industry
has largely been taken out of the hands of the owners.
Legislative bodies of all descriptions prescribe how the
road shall be operated, and they prescribe operations
which are admittedly unprofitable. City councils im-
pose regulations and, from horse car days, the industry
has inherited the burden of street paving. Public serv-
ice commissions demand service and requirements be-
yond the power of the investments to bear. The labor
unions have taken their toll, and at the present time
it is quite impossible to manage an electric railway
on an efficient basis such as would be approved in the
management of any other form of business.

In addition to these burdens there has now been de-
veloped, in the shape of the automobile, a form of com-
petitive transportation for which a roadway is being
furnished free of charge by the taxpayers and by which
is provided for the individual a means of conveyance
far more serviceable than that provided by any other
form of vehicle. The automobile owner makes his own
schedule speed and his own schedule. It is admitted
that the operation of automobiles costs more per car-
mile and more per passenger than the operation of an

electric car, but the extra cost of such operation seems
to be willingly assumed, and it would seem that the
owner is justified in the assumption of the cost because
of the greater convenience to himself and the greater
efficiency in time and service. Attempts to carry pas-
sengers by means of automobiles for 5 cents are bound
to be failures, and the so-called "jitney menace" is only
a temporary danger. No automobile at present prices
and operating costs can compete with electric railways
in carrying passengers in public service.

The real competition is the privately owned automo-
bile, and we must assume that the privately owned auto-
mobile will continue to increase in numbers. More and
better brick, concrete and asphalt roads are being con-
structed, and the price of automobiles continues to de-
crease— factors which inevitably spell "more automo-
biles." Neither can it be assumed that the cost of main-
taining an automobile will discourage the man of mod-
erate means from purchasing another one when his first
machine has worn out. Almost invariably a purchaser
who has purchased a cheap machine for his first attempt
will purchase a more expensive one after the first one
has worn out. There may be a very few exceptions to
the case, but the rule has been amply proved.

Although the jitney owner has been living on his
property, or, in street parlance, has been "eating his
car," he has not been a greater sinner than the electric
railway industry itself, for in very few cases have the
railways made provision for renewals and replacements
of depreciation and obsolescence. The electric railways
have been living on their property and have been "eat-
ing" their cars quite as much as have the jitney owners,
and that they have not come to grief earlier is because
more capital is tied up in the railway industry and,
therefore, there have been more "eats." Money which
should have been available to keep intact the capital
account has been spent in giving unprofitable service,
street paving and similar expenses, such funds rarely
being used for dividend purposes. In fact, the industry
has arrived at the beginning of a distinct epoch of its
existence, and plans for the future will need to be care-
fully weighed.

Possibilities of the Future

In the future the industry must concern itself prin-
cipally with meeting competition by privately owned
cars which, it must be assumed, will continue to increase.
It is quite inconceivable that the electric railway indus-
try will entirely succumb and be crowded out. The
investment in immovable objects and intangible assets
is the greatest portion of an electric railway's capital,
and in some way or other the owners of the property
will have to continue to live with it, no matter what com-
petition or conditions may face them.

But it is quite possible that in the future electric rail-
way schedules may have to be handled in exactly the
reverse condition from that now obtaining, i.e., sched-
ules in the winter time may have to be increased and
they may have to be decreased for the summer season.
This is because the privately owned auto is most active

76

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 2

as well as most attractive in the summer time, and be-
cause most private owners are more than willing to put
up their cars during the cold weather period. That,
however, will not solve the problem of existence of
electric railways.

The matter of utilizing the rails of electric roads for
the handling of freight is a possibility, but it is one
which is full of pitfalls. The successful handling of
freight involves interchange of equipment with steam
roads and the making of joint tariffs. It has been
almost impossible to meet this situation so far, and even
if steam railroads are willing to make joint tariffs and
to interchange equipment, the handling of freight on
electric lines will require a very large additional in-
vestment for side tracks, yards, etc. Very few electric
roads to-day have side-track facilities, and practically
none have yards for adequate freight handling on a
considerable scale. There is admittedly some revenue to
be obtained from the freight business,' but at the present
moment such revenue is that which can be obtained
mostly from package freight, and no very large revenues
can be made available for electric railways unless addi-
tional investments are made for the purpose of provid-
ing freight facilities.

It is possible to handle the auto competition which
threatens the industry in such a way that it will be-
come an aid to both passenger and freight service, but
it is a new field which has not yet been exploited and
which is full of dangers. For instance, it would be
possible to provide covered platforms at terminal and
way stations, where passengers could be transferred
from electric cars to an auto-bus, and the local distribu-
tion of the passengers would be handled by auto-bus for
the price of an additional fare. Collection of passengers
would similarly be made and transferred to the electric
cars. Package freight collections and deliveries might
be similarly handled. In a large measure this might
prove an aid to the electric railway, but the aid would
necessarily have to be self-supporting, if not actually
profitable.

More important than this, however, is the fact that
the electric railway industry has never made a sys-
tematic effort to sell its merchandise in the same way
that electric light companies, gas companies and mer-
chandising establishments generally have been selling
their wares. Efforts heretofore have been directed to-
wards procuring excursion business. Summer parks
have principally been provided at an enormous expense
to the company which have not been self-supporting and
which have proved a detriment. Good salesmanship of
the electric railways' stock in trade does not permit
existence of such artificial stimulants and "traffic cock-
tails," but should look rather toward the securing of
permanent business, as this is the kind of patronage
that uses the cars every day of the year. It is possible,
for instance, for the electric railway to take an interest
in the present "back to the land" agitation by facili-
tating as much as possible the settlement of city workers
in the country along the lines of electric railways where
frequent service to and from the city may be had. The
facilitating of such a movement does not have to be an
expense to the railways, but can be carried on as an
independent transaction which should not only be self-
supporting but should actually be profitable. The work,
however, involves a promoting ability of extraordinary
degree, and it requires provision of ample electric rail-
way service as well as a dependable supply of electric
power service for twenty-four hours per day. In addi-
tion, there must be suitable sites for acreage plots and
small homes, and there must be a systematic and sus-
tained effort to stimulate interest in country life. Such
development has been automatic along many lines of old

established suburban and interurban railways, and it is
to be noticed that such lines are least affected by the
present revenue depression.

It is always possible to seek help from our old friend
"cutting operating expenses" — poor, overworked old
friend! Many of us old-timers have been "cutting
operating expenses" for a quarter of a century and we
are still doing it. Some day some old white-haired elec-
tric railway veteran will write a book entitled "Oper-
ating Expenses I Have Cut," and beyond the shadow of
a doubt it will be worth reading. What heartaches,
what intrigues, what profanity have grown out of the
three words ! Yet they cannot be dodged, and operating
expenses must be reduced and are being reduced to the
lowest level that has ever been reached in the history
of our industry.

Reference to the matter is warranted not so much by
the fact as by the method of accomplishing the object.
Probably there does not exist a well-managed property
which could not be turned over to some fiend on oper-
ating expenses with resulting great glee to the said
fiend, temporary glory to himself and a fleeting happy
hour to the stockholders. Cutting operating expenses
is one of the easiest and simplest things we have to do,
but cutting them wisely is quite another matter. And,
just at this time, with incomes reduced in all directions,
the temptations to overdo are almost irresistible. But
cheese-paring of petty expenditures is not management,
nor is the sudden cessation of all disbursements war-
ranted even in the present hour of trial. Substantial
reductions in operating costs usually carry with them
capital expenditures, and just now that is the Senegam-
bian in the wood pile. Light-weight interurban cars,
one-man city cars, automatic substation operation, all
these will be large factors in the rehabilitation of our
balance sheets, but all call for new capital. We can
sum up the situation by stating as an axiom the fact
that the electric railways which can and will finance the
severe reductions in operating costs will soonest emerge
from out of the black clouds — they will have grabbed
the silver lining.

In the end, the electric railway industry is not to be
crowded aside, it is not on the decline, it is not going
to be permanently superseded by any other form of
transportation. But it is going through a period of
trial, readjustment and refinement, and, to the man
with foresight and backbone, the present is a time of
opportunity.

New Method for Producing Pure Iron

It has been recently announced by the University of
Illinois that a new method of producing pure iron,
whereby a great saving can be effected in the electrical
industries of the country, has been discovered by
Trygve Yensen of the experimental bureau of the uni-
versity. The new method consists in melting electro-
lytically-refined iron in a vacuum, and this reduces the
impurities to a point far below that which has been
reached by previous investigators. The magnetic prop-
erties of this vacuum-fused iron have proved to be as
remarkable as its purity, its maximum permeability
being reported to be about 20,000, or about seven times
that of the sheet metal commonly used for transformer
cores. The practical result of this investigation is ob-
viously that the amount of iron required for the mag-
netic path in electrical machinery of all kinds can be
reduced very materially and the magnetic losses may
be largely decreased. It is said that the University of
Illinois has declined to permit a patent to be taken out
on the process, as it is believed that the benefits from
it should accrue to industry as a whole.

January 8, 1916] ELECTRIC RAILWAY JOURNAL 77

Fare Collection Revolutionized at Boston

On the Elevated and Subway Lines Tickets Have Been Abolished in Favor of Straight Cash;
on the Surface Lines, Fare Box and Register Work Automatically in Unison —
Motor-Driven Coin Registers Are Used in Both Services
to Effect the Improvements Described

IN an address made at the San Francisco convention
of the American Electric Railway Association in
uctober, 1915, M. C. Brush, vice-president of the Bos-
ton Elevated Railway, set forth the advantages that
would follow the displacement of ticket delivery and
deposit at elevated and subway stations by a straight
cash, fare-box system. The chief advantages foreseen
by Mr. Brush may be summarized as follows:

Traffic at the stations would be accelerated because
passengers would not have to stop to buy tickets. They
would proceed directly to the car platforms, only a
small fraction being obliged to stop for change.

Since passengers would be much more likely to have
the proper fare, a given number of ticket sellers could
be replaced by a smaller number of change makers.

Short-change disputes with passengers would be
greatly reduced because they would go to the change-
maker only for an exact exchange ; not for a transaction
involving subtraction and the counting of tickets.

Accounting disputes with the station cashiers also
would be reduced because the change-maker simply
would have to turn in exactly as much money as she
received on beginning work. On the other hand, with
the use of tickets, errors may arise from the duplication
or skipping of serial numbers on the ticket reels. In
this event, an honest ticket seller would get into trou-
ble for turning in "overs."

Aside from these differences, the abolition of tickets
would prevent collusion between the ticket sellers and
the ticket choppers and would make it impossible for
the ticket sellers to substitute transfers for cash fares.

The palming of tickets by dishonest passengers would
be eliminated. Losses from the palming of money
would be trifling, since a wrong coin would be detected
more easily than a crumpled counterfeit ticket.

There would also be a material increase in revenue
in addition to the saving which would be effected from
the elimination of tickets and the reduction of station
forces.

Development of Station Apparatus

After a number of consultations with the Interna-
tional Register Company, Chicago, 111., the Boston com-
pany decided that the success of an all-coin system would
depend upon the proper design of a motor-driven coin
register with tilting inspection table, the box to be in
charge of a coin inspector. It was clear that passengers
would not move past the box at maximum speed if it was
to be operated like the old-fashioned ticket chopper.

Late in 1913 a trial fare box was installed at the Scol-
lay Square station to ascertain the features that would
be necessary to insure success on a large scale. The
motor and money-counting mechanisms gave little trou-
ble, but it was found desirable to develop a motor which

BOSTON FARE COLLECTION — ONE-PERSON REGISTER AND
TURNSTILE OUTFIT AT PARK STREET
STATION, NORTH

BOSTON FARE COLLECTION MOTOR-DRIVEN COIN REGISTERS AT

BUSY STATION, HAND-OPERATED REGISTER FOR OCCA-
SIONAL TRANSFERS SHOWN ON WALL BEHIND

A

78

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 2

EOSTON FARE COLLECTION — POSITION OF MOTOR-OPERATED COIN
REGISTER AND STANCHIONS IN CENTER OF
ARTICULATED UNIT

would operate directly on railway voltage instead of
using lighting voltage or resistance.

In the spring of 1914, after several months' trial at
Scollay Square, the company ordered fifteen additional
station equipments and these were put in service in
October. An order for twenty more followed in Decem-
ber. Because of the excellent results secured additional
equipments for the subway-elevated lines were' pur-
chased, until at this time seventy-eight motor-driven
outfits are in use for station service, all delivered
through the Charles N. Wood Company, Boston, repre-
sentative of the International Register Company.

Operation of Non-Ticket System
The actual operation of the non-ticket system has met
the most optimistic expectations of the company. The
acceleration of traffic may be appreciated from the fact

BOSTON FARE COLLECTION— COIN REGISTER FOR CENTER-
ENTRANCE CAR AS SEEN FROM THE EXTERIOR

that 80 per cent to 90 per cent of the passengers now
have their fares ready in order to avoid stopping for
change and possibly losing a car. The incentive to have
the exact fare in advance is particularly strong among
passengers who pass through a prepayment area in
going to those surface cars which are run into part of
the subway system.

At the Park Street station it was originally necessary
to supply the change-makers with $1,000 in change,
while to-day $500 each morning is enough. Another
indication that passengers are more likely to have ex-
act fare when coin boxes are used is that the rush-
hour travel at this station is now handled by two
change-makers instead of six ticket sellers.

The change-making booths are so placed that they
do not interfere with the direct movement of those
passengers who have their fare ready. The fare box
registers pennies, nickels and dimes. Every coin falls
through the hopper onto a revolving drum which car-
ries it into a locked receptacle. If the fare inspector
sees a suspicious coin he causes the drum to stop until
he has satisfied himself that the coin is either good or
bad. It is found that the number of non-current coins
is astonishingly small. Thus of $340,000 taken in these
boxes during November, 1915, only the equivalent of
$11 was non-current. Even of this insignificant sum
more than half was redeemable. Foreign keepsake
coins are found oftener than slugs.

The remarkable acceleration of traffic produced by
the aid of the motor-driven coin registers is shown by
the fact that at Park Street fully 8000 people have been
handled in one hour with one box. During the summer
a baseball crowd of 9000 has been handled at Kenmore
Street station, Fenway Park, in twelve minutes with
four fare boxes.

One instance of the flexibility of the all-cash system
is found at the Devonshire Street station of the East
Boston Tunnel. Here, in accordance with municipal re-
quirements, a toll of 1 cent is charged for passengers

BOSTON FARE COLLECTION — COIN REGISTER WITH NUMERALS
DISPLAYED AS SEEN FROM THE CAR INTERIOR

January 8, 1916]

ELECTRIC RAILWAY JOURNAL

79

going to or returning from East Boston. To take care
of this condition, one box is provided for the 5-cent
fare and a second box for the 1-cent toll.

One-Person Turnstile Stations

With but one exception, stationary motor-driven out-
fits have been installed only at those stations where at
least one person is employed to make change and an-
other to inspect the coins deposited. The exception is
a trial box and turnstile at the Park Street station,
North. Here the coin register is built directly into
the change-maker's booth and behind it is a five-arm
Langlow turnstile with a table on which passengers
can rest packages while paying fare. The window of the
change-maker is so placed that those who have the
exact fare can proceed to the cash hopper and turnstile
without standing in line. The passenger cannot go
through the turnstile until the cashier releases it, fol-
lowing her inspection of the coin deposited. As the
turnstile counts every passenger, it can be used as a
check on the coin register.

Eventually all light traffic stations may be equipped
with a similar combination of coin register and turn-
stile. A five-arm passimeter instead of a four-arm stile
will be used to prevent the registration of but one fare
when two passengers go through within one pair of
arms, or when one fare is tendered for two passengers
who try to get through in this manner.

Motor-Driven Coin Registers on Surface Cars

Owing to the satisfaction given by the motor-driven
coin register in stationary service, the suggestion was
made that it be developed for surface cars.

As early as 1912 the International Register Company
had furnished 100 hand-operated coin registers, known
as Type C-15. It delivered 275 additional machines
during 1913. This machine was an improvement over
a money-counting fare box and separate fare register,
as the fare register was located on a column over the
fare box through which the money counter operated
the fare register automatically when the crank was
turned.

Nevertheless, it was apparent that even this combina-
tion was not the best possible solution for heavy service.
When a conductor is handling a rush-hour crowd, he is
so busy making change and issuing transfers that he
cannot possibly ring up the fares as fast as they are
deposited. In practice he must wait until passengers
have boarded, whereupon he turns the handle of the
cash box and then rings up on the register the number
of fares released. Since this registration is made some
minutes after the passengers have paid fare, it is im-
possible to check the fare collection properly.

To overcome the general difficulties existing with a
hand-operated box the manufacturer developed a motor-
driven coin register of which 173 Type C-25 are now
in use and 100 Type C-25 and 170 Type C-26 are on
order. These will replace hand-operated money-count-
ing fare boxes. On double-end cars, only the fare box
itself is transferred from end to end, while on center-
entrance cars the entire equipment remains in place at
all times.

When a passenger offers fare on a car equipped with
a motor-driven box he is not allowed to deposit pennies
or tickets. If a letter carrier or other government em-
ployee tenders a ticket of value, the conductor must
give him a nickel in exchange therefor, whereupon the
passenger deposits the same. If the passenger tenders
a 4-cent exchange ticket from the Bay State Street
Railway or a transfer, the conductor registers it by
hand on the transfer register.

When the passenger drops his nickel in the box it

falls on the tilting table, which is hand-operated under
the control of the conductor. The money is registered
automatically by the motor, which is started by tilting
the table, and the fare drops into the bottom of the box
where it is immediately available for change.

Therefore, the motor-driven box accomplishes three
important things, namely: The conductor does not
have to "coffee mill" the fare box or operate a register
by cord except to register transfers, 8-cent checks and
employees' tickets, and he cannot possibly show an
honest difference between the money collected and the
indication on the register. Also, on a heavy traffic
line, it is no small convenience to the conductor to have
change immediately instead of being obliged to inter-
rupt his work by turning the handle of the fare box
to grind out the desired change.

The old trick of securing a fractional registration
with a penny or clipped nickel is useless, because the
register will not record anything below a full fare;
furthermore, it is dangerous to the conductor who tries
it because such coins drop into a locked receptacle not
accessible to the conductor. Naturally a conductor
whose box contains several such coins lays himself open
to suspicion.

The motor-operated coin register is very popular
with the great majority of the conductors because it
relieves them of much work and worry. It is probable
that the hand-operated coin registers will gradually be
transferred to cars which are operated in less con-
gested districts.

Prepayment Areas and Bodily Transfer

About 60 per cent of all fares on the Boston Elevated
Railway system are now collected on the prepayment
plan. The proportion will be increased to about 70
per cent when the extension of the Cambridge-Dor-
chester subway permits various surface lines to be run
into the subway.

Aside from the abolition of paper tickets in the
operation of subway and elevated lines, the company is
trying to reduce the issue of paper transfers to a min-
imum by installing areas for bodily transfer wherever
possible. The company holds the saving of time, un-
necessary labor, accounting and paper, as well as the
convenience of interchange of passengers, to be so im-
portant that it has purchased several pieces of property
for prepayment areas in which bodily transfers can be
made rapidly.

Record of Operation Over Switches

An interesting record in the way cars of the Louis-
ville (Ky.) Railway have taken the temporary cross-
overs which have been in extensive use for several
months past on account of construction work is pre-
sented by Charles L. Christopher, superintendent of
construction for the company. He says : "A remark-
able record has been established during the summer of
1915 with the use of temporary cross-over switches, as
cars have passed over them in different parts of the
city more than 1,700,000 times with but sixteen de-
railments to date. Cars on the Market Street and Fon-
taine Ferry line alone have crossed the switches more
than 500,000 times, and this record reflects commend-
able credit upon the motormen and trackmen — only one
derailment out of 500,000 cross-overs on this line. The
company also has 474 tongue switches which are used
many times every day and from Jan. 1 to Dec. 1 last,
the cars used receiving or leading switches about
20,000,000 times with only 107 derailments due to split
switches."

80

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 2

Estimating Cost of Track Constuction on

a Unit-Time Basis

The Author Outlines a Logical Plan for Estimating Costs, the Method Herein Described Being
Particularly Adapted to Labor Costs, and Illustrates This with an Example
for Which Approximate Data Are Given
By CARL H. FULLER

Associate Member American Society of Civil Engineers

IN the estimates of cost of constructing a specific
piece of track work, the quantity of material to be used
may be readily determined and usually is listed quite
accurately, especially the heavier materials such as steel
and ties which seldom vary appreciably from actual re-
quirements. The estimator will price this material, fre-
quently from specific quotations that are virtually con-
tracts to supply the materials at the prices named, so
that material estimates frequently check within a frac-
tional per cent.

But when it comes to the item of labor, an entirely
different procedure is usually followed, a lump sum for
the job or a price per unit of length being added, no
reference being made to the quantity of labor required,
or, if the quantity is mentioned or required it is figured
backward from the unit prices instead of from unit-
time data. It is not unusual for the labor item to be
the veriest guesswork, hence variations of 25 per cent
and 50 per cent over the estimates are of common oc-
currence and variations of 100 per cent are all too fre-
quent. Should the estimator be asked how much time a
certain operation will require, his ideas on the subject
will be found to be more or less hazy depending on how
intimately he is connected with the labor problem. Many
large organizations endeavor to maintain accurate de-
tail cost records of the various jobs handled, and these
are frequently supplemented by the more personal rec-
ords of the engineering and construction departments,
but such data lose much of their value because they are
recorded in terms of money. This frequently becomes
a most elastic term of measurement because of the
varying wages, whereas if such records were based on
units of time they would prove of wider and more ac-
curate value, being less affected by variations in local-
ity or date of construction.

While there are many constructors who maintain or
have access to reasonably efficient cost records, there is
a large majority, particularly on the smaller and me-
dium-sized roads, who have very little reliable data to
guide them in the preparation of their estimates. They
have to depend to a very large extent on unrecorded
observations, previous experience and some other fel-
low's records, guess work or well intentioned but wholly
inadequate stop-watch observations.

That stop-watch observations and records may prove
nearly as misleading as guesswork, may be illustrated
by an incident. A stop watch was held on a bonding
crew of three men. The operation consisted in re-
moving the pair of plates from the joint, drilling two
holes, installing a compressed terminal bond and re-
placing the plates. With men feeling fresh, knowing
they were being timed and ambitious to make a record,
tools in good order and bits well sharpened, the in-
stallation of the first bond may reasonably be called
100 per cent efficient. The time of installing the sec-
ond bond showed a distinct loss, the third more loss,
and by the time eight or ten bonds had been installed
the ratio of efficiency of the men had fallen below their

monthly average. It is natural that the stop-watch
observer should select the most favorable time for his
observations, which cover but limited periods of time.
They consequently fail to take account of the fatigue
of the men, lost time, moving of equipment and the
numerous other things that make for delay, hence such
results should be used with extreme caution in the esti-
mating of future work.

It is the purpose of this article to show (1) how de-
pendable detail costs of a job, in time units, can be
secured, with a small expenditure of effort; (2) some
of the results obtained in this manner; (3) how these
results can be used in preparing future estimates.

Recording Cost Data

The collection of such data differs in no essential
from the approved methods of collecting detailed costs
in terms of money, except that such records are made
in terms of time. To be reliable, such records must be
consistently kept throughout the entire course of a job.

The most practical method is to require each fore-
man, who is best fitted for this part of the work be-
cause of his intimate knowledge of his day's operations,
to make a detailed daily report on a suitable printed
form. These reports may be designed to suit the in-
dividual fancy of the construction manager and the re-
quirements of the job, but as the average foreman is
seldom qualified to perform any elaborate clerical oper-
ations, they should be planned along the most simple
lines possible.

The form should show each operation performed, the
number of men engaged in the operation, the quantity
of work done, and the total hours required in its per-
formance. On track work, the subdivisions of time into
less than hour units only complicates the work and
makes no appreciable difference in the results obtained.
Two additional columns can be provided, if desired, one
for the rate of pay and the other for the extension of
time in money, while another column in which the con-
struction manager or his clerk may indicate the stand-
ard account numbers can be added, thereby making the
report of value to the auditing department in preparing
the distribution of the payrolls to such accounts. Of
course the totals on the daily report check the hours
recorded in the time book.

Spaces should also be provided for the date, fore-
man's name or signature and the location of the job,
while provision for a list of material received from
stores is of value. Such a report, if not too complicated,
will supply all the information desired from the fore-
man, stimulate his interest in his work, tend to make
him concentrate on the various operations, promote
rivalry between gangs, and place the construction man-
ager, who has many jobs to look after, in a closer per-
sonal touch with his lieutenants.

The form presented herewith, while not submitted as
an ideal one, embodies the essential features and gives
results both in hours and money cost.

January 8, 1916]

ELECTRIC RAILWAY JOURNAL

81

In the office, a clerk can tabulate the daily subdivi-
sions under proper headings on sheets ruled for that
purpose, a separate sheet being provided for each job.
On this is a column for the dates, and one for each
operation in which the day's totals are recorded. When
the job is complete the summary of the tabulated time,
or the tabulated time and money cost, can be divided
by the previously estimated quantity units of the vari-
ous operations to give such unit costs. From these re-
sults a tabulated statement of the various operations
can be prepared much after the manner of the prelimi-
nary detailed estimate developed further along. These
cost sheets and preliminary estimates when typed and
bound in a loose-leaf cover, as described in an article
on "Indexing Technical Information," appearing on page
1100 of the issue of the Electric Railway Journal for
Nov. 14, 1914, soon become a veritable mine of valuable
estimating material.

Segregation of Cost Data

From these job-hour cost sheets further segregation
under the several detailed operations can be prepared.
The following average minute-per-foot of track (m.p.f.)
costs are derived from a series of such job-cost data and
are given to demonstrate the advantage of keeping such
m.p.f. costs rather than to furnish any authoritative
cost data on track construction. In making the follow-
ing selections, only typical average jobs have been used
and these averages may be applied elsewhere under sim-
ilar conditions by multiplying these m.p.f. costs by the

wage scale prevailing in the desired locality. Owing
to the impossibility of describing, within the limits of
this article, all of the modifying conditions to which
these jobs are subject, these figures should be used with
due caution. To derive the greatest benefit from this
kind of data each man should preserve his own cost
records.

In the following, examples are taken from three to
six jobs and averaged by dividing the total lineal feet
of track under consideration into the sum total of the
time involved. The results are the average costs, in
minutes per foot, of the several jobs.

A. — Removing the old paving from the space occupied
by the tracks for the purpose of entirely rebuilding
track :

3,250 lineal feet in brick paving at 36 3 m.p.f.

1,500 lineal feet in brick paving at 35.9 m.p.f.

4,759 lineal feet in asphalt paving at 42.0 m p.f.

Average of three jobs 39.0 m.p.f.

B. — Tearing out the old track and separating the
material preparatory to hauling away :

649 lineal feet track in dirt road at 16.0 m.p.f.

3,250 lineal feet track in dirt road at 15.5 m.p.f.

1,560 lineal feet track in paving at 17.4 m.p.f.

2,780 lineal feet track in paving at 14.0 m.p.f.

1,860 lineal feet track in paving at 18 3 m.p.f.

4,290 lineal feet track in paving at 13.8 m p.f.

Average of six jobs 15.3 m.p.f.

C. — Hauling away old track material with the ordi-
nary utility equipment. No cranes used. Includes
motorman's time:

o o

Macon Railway & Light Company
daily work car and track foreman's report

Foreman Date 191

FORCE

MATERIAL. USED

No. of Men

Hours

Rate

Amount

No. Pes.

Material*

Where Used

Cost

Charge to

Wk Order

Conductor

Motorman

Foreman

Teams

Laborers

Total

DISTRIBUTION OF TIME

No. of Men

From

To

Hours

Rate

Amount

Charge to 1 W'k Order

Nature and Location or Work+

1

REMARKS

•In this column appear the following entries: Special work; rail A.S.C.E. 60-lb. ; rail 6-in. 72-in. ; splices (pairs) : track bolts-
spikes ; inseal bonds ; long bonds ; ties ; guard rail ; G. R. lugs.

fin this column appear the following entries: Removing paving; excavation; laying track; surfacing and lining; bonding - ballasting
track; removing paving; repaying; hauling steel; hauling ties; naming ballast; placing special work.

TRACK COSTS ON A TIME-UNIT BASIS — FORM FOR USE IN ESTIMATING TRACK COST IN TIME AND MONEY

82

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 2

649 lineal feet (5-mile round trip) at 12.0 m.p.f.

3,250 lineal feet (Z-mile round trip) at 10.0 m.p f

1,560 lineal feet (3-mile round trip) at 11.0 m p f.

4,290 lineal feet (4-mile round trip) at 9.0 m.p.f.

Average of four jobs 9.9 m.p.f.

D. — Excavating in dirt road for track. Practically all
pick and shovel work:

450 lineal feet of track at 513 mpf

1,500 lineal feet of track at 48.0 mpf.

16,843 lineal feet of track at 50.8 m.p.f.

Average of three jobs 49.6 m.p.f.

E. — Excavating in street to lay track after paving
has been removed but retaining the old track in operat-
ing condition until the new rail and ties can be placed.
All pick and shovel work. Cars seven and one-half to
fifteen-minute intervals.

3,250 lineal feet of track at 70 5 mpf

4,750 lineal feet of track at 37 8 m p f

1,560 lineal feet of track at 54.0 m.p f

1,860 lineal feet of track at 83.7 mpf

4,290 lineal feet of track at 60'o m.p.f.

Average of five jobs 58.5 m.p.f.

Note the greater average length of time required for
operation E over D due to having track to maintain.
The wide range between the five jobs listed is due to
variations in car travel, location of the job and condition
of the old tracks, etc., all of which variously affect the
cost of excavation more than the material itself.

F. — Removal of excavated material from the trench
to the various dumping grounds by means of teams and
slat-bottomed wagons. All dumps within a half mile
from the job :

1,560 lineal feet of track at 28 9 mpf

2,780 lineal feet of track at 26'4 m p'f'

4,290 lineal feet of track at 30.0 m p.f.

Average of three jobs 28.6 m.p.f.

G. — Removal of excavated material from the trench
to the dump using the ordinary utility equipment of
flat and dump cars and hauling from 2 miles to 6 miles
for the round trip:

450 lineal feet (2-mile round trip) at 48.0 m p.f.

1,500 lineal feet (1-mile round trip) at 54.6 mpf.

1,860 lineal feet (3-mile round trip) at 65.8 mpf

4,290 lineal feet (4-mile round trip) at 70.0 m.p.f.

iverage of four jobs 64.7 m.p.f.

H. — Hauling steel from stock yard to the job on flats:

649 lineal feet track, 60-lb. 30-ft. steel (6 miles) . .at 12.3 mpf.

4,290 lineal feet track, fiO-lb. 30-ft. steel (4 miles).. at 12.2 m p.f.

1,560 lineal feet track, 72-lb. 60-ft. steel (1 mile ) . .at 7.3 m p.f.

2,780 lineal feet track, 72-lb. 60-ft. steel (2 miles) . .at 14.0 mpf.

1,860 lineal feet track, 72-lb. 60-ft. steel (3 miles) . .at 19.4 m p.f.

Average of five jobs 13.6 m.p.f.

K. — Hauling ties from the stock yard to the job on
flats. Average spacing of ties in track 24 in. on centers :

649 lineal feet track (6-mile round trip) at 8.1 m.p.f.

3,250 lineal feet track (1-mde round trip) at 7.8 mpf.

1,500 lineal feet track (1-mile round trip) at 8.7 m p.f.

2,780 lineal feet track (2-mile round trip) at 5.5 m p.f.

4,290 lineal feet track (4-mile round trip) at 9.2 m.p.f.

Average of five jobs 7.9 m.p.f.

Traffic conditions over the routes on which the haul-
ing is done and the opportunity to unload without
switching apparently affect the time costs under K and
H more than the distance hauled.

L. — Miscellaneous hauling, such as special work, mov-
ing tools, equipment and fittings, cleaning up, etc.:

450 lineal feet track at 10.0 m p.f.

3,250 lineal feet track at 13.8 m p.f.

4.750 lineal feet track at 4.3 m.p.f.

16,843 lineal feet track at 3.9 m.p.f.

Average of four jobs 5.2 m.p.f.

Usually this cost decreases with the length of the job.
M. — Hauling crushed rock ballast from freight yard
to the job, including loading and unloading:

450 lineal feet track (2-mile round trip) at 28.2 m.p.f.

3,250 lineal feet track (1-mile round trip) at 26.4 m p.f.

4,750 lineal feet track (3-mile round trip) at 16 3 m p.f.

1,860 lineal feet track (3-mile round trip) at 29.0 m.p.f.

Average of four jobs 22.2 m.p.f.

N. — Fine grading of trench where track is laid on the
natural soil:

1,500 lineal feet of track at 7.1 m.p.f.

1,560 lineal feet of track at 12.2 m.p.f.

2,780 lineal feet of track at 8.9 m.p.f.

4,290 lineal feet of track at 9.2 m.p.f.

Average of four jobs 9.3 m.p.f.

O. — Placing ties and rails, and spiking and bolting
joints :

16,843 lineal feet track, 60-lb. 30-ft. steel at 15.3 m.p.f.

4,290 lineal feet track, 60-lb. 30-ft. steel at 16.1 m.p.f.

1,860 lineal feet track, 72-lb. 60-ft. steel at 19.5 m.p.f.

1,560 lineal feet track, 72-lb. 60-ft. steel at 26.0 m.p.f.

2,780 lineal feet track, 72-lb. 60-ft. steel at 18.6 m.p.f.

Average of five jobs 16.7 m.p.f.

P. — Tamping lining and surfacing track on dirt bal-
last for paving operations:

1,500 lineal feet track at 35.5 m.p.f.

1,560 lineal feet track at 42.2 m.p.f.

2,780 lineal feet track at 39.4 m.p.f.

4,290 lineal feet track at 43.8 m.p.f.

Average of four jobs 41.6 m.p.f.

Q. — Tamping, lining and surfacing track on rock bal-
last for paving operations:

649 lineal feet track at 38.0 m.p.f.

3,250 lineal feet track at 53.3 m.p.f.

4,750 lineal feet track at 46.0 m.p.f.

1,860 lineal feet track at 48.3 m.p.f.

Average of four jobs 48.6 m.p.f.

R. — Bonding with compressed-terminal, concealed
bonds applied under the splice plates. Average for
eleven jobs or 2347 bonds at 21.5 cents each (see article
on "Cost of Bonding" in Electric Railway Journal,
July 25, 1914), which gives 90.6 minutes average per
bond, or for

30-ft. rails, two joints at 6.4 m.p.f.

60-ft. rails, two joints at 3.2 m.p.f.

S. — Replacing paving, using concrete base, sand cush-
ion, vitrified paving brick, all material new:

Hauling Mixing Hauling

Lineal Feet Concrete and Placing Paving

of Track Materials Concrete Brick Paving

450 36.3 40 8 45.4 34.4 m.p.f.

1,500 38.4 33.2 45.7 35.6 m p.f.

1,860 36.5 33.8 40.6 30.9 m.p.f.

Average 37.1 35.7 41.1 33.1 m.p.f.

T. — Where paving was replaced with solid concrete
having no top dressing and finished smooth. All mate-
rial new:

Lineal Feet Hauling Mixing Placing Finishing Miscellaneous
of Track Materials Concrete Concrete Concrete Labor
1,560 45.3 17.9 15.9 8.5 12.4 m.p.f.

2.7S0 44.0 18.1 16.2 9.6 13.9 m.p.f.

4,290 46.0 17.7 15.5 9.0 13.6 m.p.f.

Average 45.3 17.8 18.7 9.1 13.5 m.p.f.

Using the preceding hour costs for a basis to deter-
mine the quantity and value of labor required we will
consider the preparation of an estimate. Assuming that
we are to reconstruct 500 lineal feet of double track laid
in brick paving which is to be replaced with concrete
paving after the new track is laid and new material used
throughout. This is equivalent to 1000 ft. of single
track, and for the purpose of the estimate we shall con-
sider it such.

Removal of old paving at 39.0 m.p.f. equals 650 hours

Tearing up old track at 15.3 m.p.f. equals 255 hours

Excavation at 58.5 m.p.f. equals 1,078 hours

Requiring a total of 1,983 hours

Placing ties, rail and joints at 13.6 m.p.f. equals 279 hours

Bonding joints at 3.2 m.p.f. equals 53 hours

To tamp line and surface at 48.6 m.p.f. equals 810 hours

Requiring a total of 1,142 hours

Hauling away old track material.at 9.9 m.p.f. equals 165 hours

Removing excavation at 64.7 m.p.f. equals 1,078 hours

Hauling ties, rails, etc at 26.7 m.p.f. equals 473 hours

Hauling paving material at 45.3 m.p.f. equals 766 hours

Hauling ballast at 22.2 m.p.f. equals 370 hours

Requiring a total of 2,852 hours

January 8, 1916]

ELECTRIC RAILWAY JOURNAL

83

Mixing concrete at 17. 8 m.p.f. equals 297 hours

Placing concrete at IS. 7 m.p.f. equals 320 hours

Surfacing and finishing' at 9.1 m.p.f. equals 150 hours

Miscellaneous labor at 13.5 m.p.f. equals 225 hours

Requiring a total of 912 hours

If any extra labor is required for the placing of spe-
cial work, bonding rail on curves or placing guard rails,
etc., it should be added, as these figures only provide
for the operations indicated. We have now determined
that it will require 6889 hours to perform this piece of
work, and applying our local wage scale could add the
whole to our material estimates, but before we do this
we can consider the make-up of our crew of men to
secure proper balance, something which is practically
impossible under the usual dollar and cents method of
figuring and which may affect the final results to some
extent.

The 500 ft. of double track, or practically two blocks,
is to be completed within thirty days, say twenty-six
working days, and traffic is to be maintained on either
one or the other of the tracks during that period. As
the paving is of concrete and the engineer requires that
we allow it to set for seven days before permitting
traffic over it we lose six more working days, reducing
our actual working time to twenty days.

With our equipment, paving operations will require
five men loading mixer, two men operating mixer, six
men handling material from the mixer, two men finish-
ing concrete, and one foreman, making a total of six-
teen men working 160 hours per day. With this crew
our 912 hours' labor reduces to 5.7 days' time.

Owing to the size of the job and the time we have at
our disposal we expect to increase our regular crew by
the addition of a number of green men, but, as it is not
an economical proposition to organize a paving gang for
less than six days' work and as such jobs come up at
irregular intervals, we will assume that our regular
track gang, which is about this size, has had paving
experience. We shall assume further that it contains
two or three utility men capable of operating the con-
crete mixer and finishing concrete, and we shall assign
this work to them and pass to a consideration of the
track work.

Track laying requires 1142 hours of labor. As the
two bonding men are specialists, from the nature of
their job, and have other duties elsewhere, we shall
eliminate their fifty-three hours for the present, reduc-
ing the time to 1089 hours. Dividing this by the 160
hours per day which the gang makes, we have 6.8 days
for laying track.

The removal of the old paving and old track requires
1983 hours of labor. As our track gang still has 7.5
days out of the allotted twenty to account for, and as
it is desirable to keep these men on the job as continu-
ously as possible, they can do a part of this work to an
advantage, and we are thus able to reduce the green
labor to 784 hours. Allowing each extra man twenty
days, or 200 hours' time, four additional men will be
reqired.

The hauling is a considerable item, requiring 2852
hours. As the utility equipment is limited, we can as-
sign only one crew to this job. Ordinarily the motor-
man-foreman and six men with the facilities at their
disposal can handle the 60-ft. rails, but it is obvious
that this crew cannot handle the quantity of work
assigned to them, so we shall add two men. Any greater
number would result in a loss of efficiency. This gives
a ninety-hour day on the work car, or a total of 1800
hours, which will provide for all of the hauling but that
of excavated material. This material may readily be
handled by teams, as there are various alleys and back
lots within a reasonable distance where such material
can be disposed of. Referring again to the original

data we noted that the handling of this material by
teams involves a much different labor ratio per man than
when it is handled on the cars, and we derive the
following :

Car service at 64.7 m.p.f. gives 1,078 hours at 20 cents or $215.60

Team service ... at 28. 6 m.p.f. gives 477 hours at 45 cents or 214.65

As the team work will only occupy about fourteen days
to advantage we shall employ four teams for a total of
477 hours.

Tabulating these results we have:

$60.00
150.00
480.00
1 40.00
15.75
60.00
240.00
70.00
216.00

One foreman 20 days at $3.00

Three track men 60 days at 2.50

Twelve track men 240 days at

Four extra men 40 days at

Two bond men 6 days at

One motorman-foreman . . 20 days at

Six work car men 120 days at

Two extra men 40 days at

Four teams 48 days at

2.00

1.75

3.00 and

3.00

2.00

1.75

4.50

Thirty-five men 614 clays

51,431.75

This gives us an average cost per foot of track of 6.14
hours, or $1.43175, to be added to our material estimate.

In addition we know in advance how many extra men
will be required and where they should be placed. The
weak link in our organization is in the utility service,
and that can be provided for by using teams. We can
also determine just what tools will have to be provided
and just what will have to be done in order to finish
up on the date set. We are also in position to forecast
each day's work or to check it with our estimates. Lost
time and lost motion have been provided for, as these
items are cared for in our original data.

Determining Profit on a Job

If we care to investigate further, we can determine
within quite definite limits the possibilities of profit or
loss on the estimate just prepared, provided, of course,
that our basic data are sufficiently comprehensive. It
is safe to assume the impossibility of performing each
individual item of this work for less than the individual
minimums from which our data are derived, while on
the other hand it is equally logical to assume that it will
not cost more than the individual maximums involved
in the data. We shall proceed, therefore, to tabulate
the minimum, average and maximum for the several
jobs in order to determine the average possible minimum
and maximum.

Minimum

Removing old paving 35.9

Tearing out old track 13.S

Excavation 37.8

Placing rail, ties and joints 15.3

Tamping, lining and surfacing. . . 38.0

Bonding 1.4

Hauling old track material 9.0

Removing excavation 26.4

Hauling ties, rail, etc 16.7

Hauling paving material 44.0

Hauling ballast 16.3

Mixing concrete 17.7

Placing concrete 15.5

Finishing pavement 8.5

Miscellaneous paving labor 12.4

Average
39.0
15.3
58.5
16.7
48.6

3.2

9.9
28.6
26.7
45.3
22.2
17.8
18.7

9.1
13.5

Maximum
42.0
18.3
83.7
26.0
53.3
5.6
12.0
30.0
42.4
46.0
29.0
18.1
15.9
9.6
13.9

Total average time per foot.

. 308.

383.1

445. S

Percentages SI

117

The above percentages indicate the possibility of a
19 per cent saving over the estimate, but to do this each
individual operation would have to be performed for
the minimum of any job included in the basic figures.
This would require exceptional management, while on
the other hand the expenditure of 17 per cent more than
the estimate would indicate gross mismanagement. If
we have any respect at all for the mathematical laws
of chance and averages we are bound to recognize the
attainment of the extreme minimum or maximum as a
very remote possibility, although it is resonable to ex-
pect some variation. Therefore, unless the work is
affected by influences either favorable or unfavorable
not provided for in our basic figures, we have no reason

84

ELECTRIC RAILWAY JOURNAL [VOL. XLVII, No. 2

to expect any marked variation from our estimate. By
scanning the table thus prepared we are able to deter-
mine at a glance the items that will require greatest
attention on account of possible variation.

Had the basic data from which this sample estimate
was prepared been recorded in terms of money with no
relation to the time value indicated, the difference in
the two wage scales would have placed a 48 per cent
handicap on the estimate. This the above percentages
would indicate as impossible to overcome, consequently
we should lose money. Yet such or even a greater
percentage or error is always possible, especially when
using published cost data recorded in terms of money.
Failure to recognize the fact that the average foot-
pounds of work delivered by the average laborer is
practically constant under similar conditions, and is a
value that can be determined within very practical lim-
its, destroys the value of the most carefully prepared
cost records and accounts for much of the variation or
undervaluation of labor in making estimates.

There is no desire to cast any reflection upon efficient
cost-keeping systems where results are recorded in
terms of money, but it is desired to impress the need of
giving more attention to the performance time and to
the keeping of records of such time. A little investiga-
tion along these lines, with its supplementary records,
even though not as elaborate as outlined, will produce
most beneficial results in the preparation of any class
of estimates where labor is involved.

Regenerative Braking Tests on the
St. Paul

Motor-Generators Handle Large Reversed Loads — Air
and Electric Brakes Operated Together

IN recent tests of the regenerative braking system
that has been installed on the locomotives for the
electrified engine division on the Chicago, Milwaukee
& St. Paul Railway, it has been found that the motor-
generator sets in the substations have been able to take
very large reverse loads. Each of these machines is
made up of a synchronous motor driving two 1500-volt
direct-current generators connected permanently in
series for 3000 volts. In the substation supplying the
section of line where the tests were carried out, the
generators for each set are rated at 1500 -kw., being pro-
vided with interpole, commutating and series field wind-
ings. Regenerated loads amounting to more than 2500
kw. have been returned through two of these sets with-
out disturbing the equal division of the load between
them when the two sets were running in parallel, and
the return of power to the line is accomplished without
noticeable sparking at the commutator. Owing to the
fact that the series field windings act as differential
windings when the motor-generator set is reversed, the
substation potential is slightly lowered and this tends to
equalize the booster potential required in the trolley at
the point where the locomotive is operated during re-
generation. Consequently, an abnormal rise in trolley
potential due to the resistance of the line between the
locomotive and the substation is prevented.

On one test a train was made up of seventy-four
freight cars to equal a trailing tonnage of 3000, and the
experiment was tried of using combined regenerative
and air braking, one of the two locomotives on the train
being cut out when the train was on a 2 per cent down
grade. Because a considerable range of speed is avail-
able during regenerative electric braking, this being
under the control of the operator, there is sufficient mar-
gin to allow for the joint operation with the air brakes.
During the test the entire train of seventy-four cars

was bunched against the locomotive at the head end and
was carried around 10-deg. curves with no mishaps
whatsoever. The fact that the train was held only by
one locomotive made the load considerably in excess of
the rating of the single engine in operation. However,
with the assistance of the air brakes the train was
handled with perfect ease.

Reducing a Gasoline Fire Hazard

Gasoline Poured Through a Chamois -Skin Strainer
Generated Static Electricity, Which Resulted in
Fires in Boston — Suggestions Are Made
for Eliminating This Danger

THE large number of gasoline automobiles employed
by electric railway officials makes the fire hazard of
such machines important. Recent fires accompanying
the handling of gasoline in electric railway and other
services lend special interest to an investigation con-
cluded not long ago at Boston, Mass., by Walter L.
Wedger, chemist, of the Massachusetts District Police.
The apparently mysterious origin of some of these fires
was found to be a comparatively simple case of static
electricity generated while pouring gasoline through
a chamois-skin strainer and also through a rubber-
lined hose. Recent tests prove that as high as 500 volts
may be generated by forcing gasoline over non-con-
ducting surfaces in clear, dry atmospheric conditions.

To avoid fire from these causes it is necessary to main-
tain good metallic contact between can nozzles, hose noz-
zles, funnels and the frame of the vehicle. Thus, in draw-
ing gasoline from a pump into a can, the can and pump
should always be in metallic contact, so that all elec-
tricity generated can pass off through the pump to
the ground. Wooden handles or other insulating sub-
stances on the bails of cans should be removed at once.
In filling the tank of a motor-vehicle with gasoline from
a can through a metal funnel containing a chamois-skin
strainer, care should be taken that the metal of the
funnel is in contact with the metal of the tank and also
that the can is in metallic contact with tank or funnel.

The use of blocks of wood or other insulating sub-
stances around the filling hole of the tank, to make the
funnel stand upright during filling, is undesirable, as
it insulates the funnel from the tank and creates a
pocket for the accumulation of electric charges in the
metal of the funnel, which would otherwise pass off
to the metal of the vehicle in harmless intensity as fast
as formed. If it is inconvenient to rest the mouth of
the can upon the funnel edge while pouring, a piece
of clean copper chain should be soldered to the mouth
of the can and the end of the chain allowed to rest in
contact with the funnel or the tank. Neglect to take
these precautions resulted in five fires.

Similarly, in filling motor-vehicle tanks with gaso-
line run through a hose with a metal nozzle, fires have
been known to occur from frictional electricity gen-
erated by the passage of gasoline through the rubber
hose, and the concentration of charges in the nozzle,
with resulting discharge when brought near any sub-
stance. Contact between the nozzle and the tank or
funnel is most important, and a hose with a metallic
lining is very desirable. A bare copper wire passed
through the inside of the hose and soldered to the
metal of the nozzle at one end and to the pump connec-
tion at the other, prevents the accumulation of electric-
ity in the gasoline inside the hose by conducting it off
to the pump and ground as fast as formed. Attention
to these inexpensive and simple means of safeguarding
the handling of gasoline is an important matter in the
present rapid development of motor vehicles as acces-
sories in electric railway administration.

January 8, 1916]

ELECTRIC RAILWAY JOURNAL

85

MIDYEAR MEETING

CHICAGO
FEBRUARY 4, 1916

ASSOCIATION NEWS

MIDYEAR MEETING

CHICAGO
FEBRUARY 4, 1916

Additional Details of the Program for the Mid-Year Meeting Biographical Sketches of the Newly-Elected
Denver Tramway Section Officers— Meeting of Manila Company Section — Proposed
Amendments of the Constitution and By-Laws — Committee Activities

Mid-Year Meeting Program

Further details of the program of the mid-year meet-
ing of the American Electric Railway Association, to be
held in Chicago on Feb. 4, have been announced. The
principal address on the subject of "Valuation" will be
given by N. T. Guernsey, general counsel American
Telephone & Telegraph Company. The discussion on
this subject will be led by P. J. Kealy, member board
of control Kansas City Railways, and by George Weston,
engineer for the Board of Supervising Engineers, Chi-
cago Traction. There will also be a topical discussion on
the subject of "Rate of Return." This discussion will
be led by James D. Mortimer, president Milwaukee
Electric Railway & Light Company, and will be partic-
ipated in by leading executives.

At the dinner, which will be held in the evening in
the Congress Hotel, Senator Oscar W. Underwood, who
will speak on "Government Regulation and Our Trans-
portation Systems," will be introduced by Judge Jacob
M. Dickinson, formerly secretary of war. There will
also be addresses by the presidents of the American
Electric Railway Association and of the Manufacturers'
Association.

Mid-Winter Meeting Transportation

Arrangements have been completed between the trans-
portation committee and the New York Central Lines
for special equipment on the "Twentieth Century Lim-
ited" on Feb. 3. Passenger Agent E. C. Cook will ac-
company the train. Special equipment will also be added
to the same train on Feb. 2, and to the "Lake Shore Lim-
ited" and "Wolverine" on both Feb. 2 and 3. Full an-
nouncements regarding this service will be mailed to the
members of the association shortly.

The Pennsylvania Railroad has also made arrange-
ments for special train service, and announces that on
Feb. 2 and 3 special equipment will be added to the
"Broadway Limited," the "Manhattan Limited" and the
"Pennsylvania Limited," leaving New York at 2.45
p. m., 5.04 p. m., and 11.04 a. m. respectively.

Capital Traction Company Section

As was recently announced in the Electric Railway
Journal, a company section will be formed by the Cap-
ital Traction Company in Washington, D. C, on Jan. 13.
The meeting will be held in the company's shop on M
Street. A committee has been appointed, and is now
drawing up a constitution for consideration by the meet-
ing. No set program will be followed but, after the
constitution has been adopted and the officers elected,
remarks will be made by Martin Schreiber, Public Serv-
ice Railway, Newark, N. J.; E. B. Burritt, New York,
N. Y.; Harlow C. Clark, New York, N. Y.; Charles C.
Peirce, Boston, Mass.; H. G. McConnaughy, New York,
N. Y., and H. H. Norris, Electric Railway Journal.
President George E. Hamilton, Vice-President D. S.
Carll and Chief Engineer J. H. Hanna will speak for the
company. Mr. Carll will preside until after the election.

There are already sixty-seven members of the asso-
ciation in the company and it is expected that the num-
ber will be considerably increased before the meeting.

Denver Tramway Section

William G. Matthews, the newly-elected president of
the Denver Tramway Section, has been superintendent
of this company's overhead line and light department for
more than ten years. Since 1881 he has been associated
with electrical industries, obtaining his first experience
in the service of the Colorado Telephone Company as
operator. He was later employed by the Rocky Moun-
tain Bell Telephone Company as its local agent in Idaho,
with headquarters at Hailey, and was later transferred
to Salt Lake City, Utah, as chief operator. When the
Colorado Telephone Company extended its lines into
New Mexico he was made local agent at Albuquerque.

Mr. Matthews' decision to enter the electric railway
field was formed after a visit to Topeka, Kan., where a
trolley line was being pushed to completion. He was
impressed by the new method of transportation, and

W. G. MATTHEWS
President,

Denver Company Section

H. G- MUNDHENK
Secretary,
Denver Company Section

secured employment with the builders, the Thomson-
Houston Electric Company. This company had closed a
contract to construct the first overhead electric line
installed in Denver, the Lawrence Street line, together
with the necessary generating plant. Construction work
on this job was begun in March, 1890, and Mr. Mat-
thews' first association with the Tramway Company
began then. He took part in the erection and installa-
tion work of the power house, and in the car and power
house wiring, the track bonding and the erection of
trolley lines and feeders. During the construction period
which followed he remained with the contracting com-
pany, but later was retained by the Tramway Company.
His headquarters were in the cable power house, which
stood on the present site of Denver Civic Center at the
corner of Broadway and Colfax Avenue. At first he
had charge of the electrical apparatus, the general wir-
ing and the signal system used on the cable lines, finally
taking charge of the lighting department, which was
merged with the overhead construction department when
he assumed control.

Mr. Matthews is well known and effective outside of
his immediate technical work. In 1908 he was president
of the Colorado Electric Light, Power & Railway Asso-
ciation, and in 1912 of the Colorado Electric Club. For
many years he has been an enthusiastic member of the
American Electric Railway Association, and has been

86

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 2

active in the company's section movement since its
inception.

H. G. Mundhenk, who was re-elected secretary of the
Denver Tramway Section, is now in his fourth year of
service in that capacity. A biographical sketch of him
was given on the Association News page in the issue
for Dec. 26, 1914.

Manila Company Section

The regular meeting of joint company section No. 5
was held in Manila on Nov. 2. The section received the
official announcement of the award to J. M. Bury of the
association medal for the best paper presented before a
company section. His paper, which was on the subject
"Courtesy," was read on April 6, 1915. It was ab-
stracted in the issue of the Electric Railway Journal
for May 29, page 1033. L. S. Cairns, assistant general
manager of the company, presented a paper on "The
Public Utility Right to Protection," and it produced a
lively discussion.

Mr. Cairns' argument was substantially as follows:
Public utilities have a right to protection which is
gradually being recognized. They are like pioneers who
push forward into new, undeveloped fields, endure hard-
ships and ofttimes suffer financial reverses. Their aims
are no more selfish than those of other pioneers, and
their achievements benefit others at least as much as
themselves. Some utilities have been subjected to de-
served criticism, but others have received undeserved
criticism which has hampered their development.

Investors are entitled to a fair rate of return which is
generally insured with fair regulation. Fair regulation
and protection will insure the credit necessary to attract
capital for improvements and extensions. Publicity is
now the slogan of the utilities, which are informing
the public as to the physical and financial conditions of
their properties. The operating conditions in these
utilities are increasingly difficult, and only the possi-
bility of increasing the gross income and reducing oper-
ating expenses will encourage investors to keep up their
faith in the ultimate success of these enterprises. Fewer
laws, better laws, less politics and more sound princi-
ples injected into the laws, a better understanding of
the rights of all parties and more confidence in public
utilities are the elements necessarv for the proper re-
lations of the utilities and the public.

In the discussion of Mr. Cairns' paper H. P. L. Jollye,
assistant auditor, pointed out the importance of con-
vincing the public that the utilities want to give the
best service possible at a minimum cost. He thought
that fairer legislation would be thus secured. W. R.
McGeachin, manager railway department, stated that
with a complete and comprehensive franchise no neces-
sity for regulation would exist, but such a franchise
could not be produced as it would not be practicable to
provide for flexibility. Fair regulation removes the
necessity for such a franchise. J. C. Rockwell, manager
electric department, deplored the tendency to criticise
the utilities, and stated that very few people know what
constitutes a fair return on investment, and that even
if more did know this they could not determine whether
or not this return was being received. C. N. Duffy
closed the discussion by broadening it to include the
government's need of protection from ownership or
operation of public utilities. He illustrated the failure
of such ownership and operation by means of statistics.
He elaborated a definition of a corporation given by Mr.
Cairns, showing that an organization of individuals in
a corporation for profit is not essentially different from
one organized not for profit, such as charitable organi-
zations, etc. Mr. Duffy also explained the purpose and
functions of holding companies which are a means of

diversifying risks, stating that 80 per cent of the utili-
ties in the United States are organized in such com-
panies.

Proposed Amendments to the Constitution
and By-Laws

Secretary E. B. Burritt has sent to company members
of the American Association notice of a special meeting
to be held in Chicago on Feb. 4, at 10 a. m., for the
purpose of considering and acting upon the amendments
to the constitution and by-laws as recommended by the
special committee to consider recommendations made by
the president at the San Francisco convention.

The proposed changes are in Art. Ill of the consti-
tution and Art. XIV of the by-laws. The new words are
indicated by italics in the following paragraphs:

"III. The membership of this association shall con-
sist of the following classes:

"(a) Company members, consisting of American
urban and interurban railway companies, or lessees, or
individual owners of urban and interurban railways, or
steam railways having electrified sections, and of com-
panies, firms or individuals engaged in the business of
manufacturing or selling apparatus, equipment or sup-
plies used in electric railway operation. Each member
company shall be entitled to one vote, which shall be
cast by the properly accredited delegate.

"XIV. Company members shall pay an admission fee
of ten dollars ($10) and annual dues payable in ad-
vance based on gross earnings from electric railway
operation, or from the business of manufacturing or
selling apparatus, equipment or supplies used in electric
railway operation during the preceding fiscal year of
the respective members as follows:

Annual

Gross Receipts Dues

Under $50,000 .". $25

Between 50,000 and $100,000 50

Between 100,000 and 250,000 75

Between 250,000 and 500,000 125

Between 500,000 and 1,000,000 175

Between 1,000,000 and 2,000,000 225

Between 2,000,000 and 3,000,000 275

Between 3,000,000 and 4,000,000 325

Between 4,000.000 and 5,000,000 .375

Between 5,000,000 and 6,000.000 425

Between fi, 000, 000 and 7,000,000 475

Between 7,000,000 and 8,000,000 525

Between 8,000,000 and 9,000,000 575

Between 9.000.000 and 10-000,000 650

Between 10,000,000 and over 750

Committee Activities

A meeting was held in New York on Jan. 6 of the
committee on heavy electric traction, of the Engineer-
ing Association. The members met at the office of the
chairman, E. R. Hill, of Gibbs & Hill, New York.

As this issue is going to press a meeting is being
held in New York at the association headquarters of the
representatives of the American Electric Railway As-
sociation on the safety code committee and others.
W. J. Harvie is presiding.

J. K. Punderford, vice-president and general manager
The Connecticut Company, has been appointed chairman
of the new committee on street traffic, authorized at the
last meeting of the executive committee of the American
Association.

The United Railways of St. Louis have fitted their
cars with banner boards reading "Rear Platform of
Car Stops 50 Ft. from Curb Line." The attention of the
public is being called to this fact for its convenience
and to reduce the time consumed in stops, thereby mak-
ing it possible to speed up schedules. These boards have
been found particularly valuable as a means of edu-
cating the occasional rider in the territory outside the
business district.

January 8, 1916]

ELECTRIC RAILWAY JOURNAL

87

COMMUNICATIONS
Lighting of Interurban Cars

Lehigh Valley Light & Power Company

Allentown, Pa., Jan. 5, 1916.

To the Editors:

Referring to the complaint of the ordinary series of
lighting of interurban cars in the communication of
Mr. Gelder of the Travelers' Protective Association of
San Francisco in your Jan. 1 issue, I would suggest
that Mr. Gelder make a trip east and travel over the
60 miles of high-speed line of the Lehigh Valley
Transit Company between Allentown and Philadelphia.
On the cars of this line he will find a lighting equip-
ment entirely independent of the trolley, designed by
the writer, consisting of ten Edison cells, in two trays
weighing about 100 lb. each, supplying twenty 20-watt,
12-volt, Mazda lamps direct from the battery without
regulation, which is not required between full charge
and discharge. The original cost of the equipment was
approximately $200 per car, and the total maintenance
costs during a period of approximately three years have
consisted of the expense for one charging of the bat-
teries with the proper solution.

A small, 110-volt motor-generator set in the carhouse
is used to charge the batteries in series. They are
pulled out of the compartments under the cars during
the day time and replaced in time for use during the
dark hours. The labor charges for this work are con-
siderably less than those involved in the changing and
maintaining of the ordinary arc headlights. Even some of
the original lamps were still discovered in service a few
days ago. As this battery equipment will maintain the
lamps burning continuously for a period of approxi-
mately eight hours and there is no connection between
the lighting circuit with the overhead system, the scheme
is ideal for its purpose.

No patents have been taken out on the idea.

A. H. S. Cantlin, Vice-President and Manager.

[NOTE. — An article describing the equipment of the
Lehigh Valley Transit Company's line and car equip-
ment, including the lighting plan described by Mr. Cant-
lin, appeared in the issue of the Electric Railway
Journal for Nov. 2, 1912, page 940.— Eds.]

Causes of Rail Corrugation

Third Avenue Railway

New York, Dec. 31, 1915.

To the Editors:

The article by R. C. Cram on rail corrugation which
appeared in the Dec. 25 issue of the Electric Railway
Journal must be of unusual interest to anyone inter-
ested in this subject. The writer is of the opinion,
based on a very careful study of rail corrugation, that
Mr. Cram hit the nail on the head when he said that
this trouble is caused by load concentration, due to the
reduced area of contact as the result of irregularities
or of a difference between the contours of the rail head
and the wheel treads. It would, therefore, seem that
the suggestion made by him regarding the use of a
curved rail head, which will more readily conform to the
contour of worn wheels, thereby giving a wider area of
contact, would go a long way toward relieving this
trouble.

The primary cause of rail corrugation, however, ac-
cording to the views of the writer, is the result of mod-
ern methods used in track construction, where the ties
and rails are embedded in a solid mass of concrete and'
granite which holds the track in a vise-like grip of
such rigidity as to eliminate any spring action or give

and take. This rigidity prevents the rail from adjust-
ing itself to irregular wheel contours, and also prevents
the cushioning effect which would otherwise take care
of vibrations which must necessarily result from the
rolling of a wheel carrying a heavy load. In the nature
of things such a wheel cannot have a perfectly smooth
surface, and its rolling over a rail having a similar sur-
face causes a vibratory motion of the wheel. Such a
condition does not exist on steam or other roads where
the ties and rails are not buried in concrete, thus per-
mitting the rail to take care of these vibrations.

J. S. McWhirter,
Superintendent of Equipment.

Relative Growth of Freight and
Passenger Business

Decrease in Passenger Receipts Due to War and Increase
in Freight Receipts During the Last Five Years
Shown by Large Interurban Railway

THE accompanying graph, which shows the rela-
tive growth during the past five years of freight
and passenger receipts on a large interurban railway,
indicates the importance of the freight business as a
growing field for future traffic. From the graph it will
be seen that increases in passenger receipts were reg-
istered for every year until 1914. The decrease that oc-
curred during the first two quarters of that year were

400
5 300

100

mrterly I'l

sseu

gerK

>ceip

ts

July

■Sept

1

1

—\

Apr.

Oct.

.1 unc
Dec

1

C-

Jllll.

■Mar

3aserj
0 11 o

on
□ ths

An

iual

it Ef-

ceipts

1910 1311 1312 1013 1914 1915 SuarU Ryjowptul

FREIGHT AND PASSENGER RECEIPTS ON INTERURBAN LINE

small and the really large losses took place only after
July, 1914, the influence of the war in Europe being
thereby made apparent.

With regard to the receipts from freight, however,
an increase was registered for 1914 and for 1915, both
years showing a practically normally regular increase.
It would appear, therefore, that the extraordinarily
heavy losses occurring in passenger receipts for the
past two years have not been effective in the case of
receipts from freight and express, and although the
passenger losses have brought receipts from this
source to a point actually below that registered five
years ago, the freight receipts have been increased by
more than 300 per cent in the same period.

The Public Works Department in Rome, Italy, has
approved a new project for the construction of a double-
track electric railway from Rome to the sea at Ostia.
For the urban section the overhead system will be used
at 600 volts, while on the interurban section current will
be collected from a third-rail at 1200 volts. Express
trains will make the run in twenty-four minutes and
local trains in thirty-five minutes. The rolling stock will
include eighteen motor and thirty trail cars with two
electric locomotives and twenty freight cars for freight
traffic. The cost of construction is estimated at about
$1,737,000 and of the equipment about $386,000.

88

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 2

EQUIPMENT AND ITS MAINTENANCE

Short Descriptions of Labor, Mechanical and Electrical Practices
in Every Department of Electrical Railroading

Contributions from the Men in the Field Are Solicited and Will Be Paid for at Special Rates.

Recent Lightning Arrester Experience

B. L. F. COFFIN

Master Mechanic Beaver Valley Traction Company,
New Brighton, Pa.

The protection of electrical apparatus from lightning
on the property of the Beaver Valley Traction Company
has always been difficult due to the fact that the valleys
of the Beaver and Ohio rivers, meeting at Rochester,
form a storm center which seems to be the collecting
and distributing point for all stray storms. Our rec-
ords for the season just closed show thirty-one storm
periods of lightning discharges ranging from fifteen
minutes to two and one-half hours in duration, and dur-
ing the season of 1914 there were about fifty-five storms.
The average over a period of years was about forty-
three storms per season.

The switchboard in the Junction power house has
been equipped for eight or ten years with a home-made
arrester, often scouted by visitors as being worthless.
Nevertheless our chief engineer, W. H. Braunbeck,- has
been so enthusiastic over it as to equip our Economy
plant with the same type. This arrester consists of wire
extensions from the main positive and negative busbars,
parallel and about 8 in. apart. These two wires, No. 00
trolley, are bridged by ten No. 24 single cotton covered
copper wires, separated by transite boards. The posi-
tive and negative wires are also separated by transite
board so that no arc can carry across and form a de-
structive short-circuit. The effective thickness of insu-
lation between positive and negative busbars is 0.007
in. of cotton, which under tests averages a breakdown
voltage of 750. In other words, we have an arrester
which relieves all line stresses above 750 volts. Our
normal line voltage is 550.

With one exception the arresters installed in parallel
with this arrester for years have never been known to
discharge while the pop of the fuses of No. 24 wire is
quite common. The operation of this arrester demon-
strates the correctness of the recommendation of the
1915 A. E. R. E. A. committee on lightning protection
when it prescribes "That the flash-over point of the
arrester be set at a voltage as close to the maximum
operating voltage of the system as may be practicable."

The one arrester which has been excepted in the above
statement is the aluminum cell arrester, one of which
was installed on May 10, 1915. Since that date neither
the home-made arrester nor any other than the alumi-
num cell has ever been known to discharge. In other
words, the aluminum cell arrester will relieve line dis-
turbance at less than 750 volts, probably at 625 or 650
volts. This is commonly known, but the above facts
should be proof to the unbelieving.

The net result of this protection over a period of
years has been that our power houses have been prac-
tically free from lightning damage. In June, 1915, how-
ever, one generator was grounded by a lightning dis-
charge, but this was due to weakening of the insulation
to such an extent that a ground at normal line voltage
would probably have occurred soon without any light-
ning to help it along.

The proper protection of overhead lines and the main-
tenance of this protection at an effective value is so

important to power house and rolling stock protection
that its value can scarcely be over-estimated. During
the season of 1914 our overhead lines were protected
by forty-one arresters, or 1.47 per mile of double track,
these arresters being Westinghouse MP and Garton-
Daniels, principally the former. During the winter of
1914-1915 plans were laid for an improvement in this
protection. A plat was made of our entire system,
showing by various symbols the following information:
points of damage by lightning in 1914; feeder taps in
1914, and effective arresters in 1914. From this infor-
mation and from a study of geographic and traffic con-
ditions this plat was further marked with symbols to
indicate feeder taps in 1915 and suggested locations for
arresters in 1915. The number of arresters proposed
was much in excess of the number installed in 1914, the
additional arresters to be obtained by removing those

Controller

' Oround

Ground

LIGHTNING ARRESTER EXPERIENCE LIGHTNING ARRESTER

WIRING ON CAR

of the magnetic blowout type from cars and applying
to overhead lines. The actual improvements made were
not quite as extensive as planned, as only certain por-
tions of the overhead lines were equipped with arresters
as per notations on the plat. In the installation of line
arresters, grounds were made by soldering ground wire
to rods driven into the ground, and also in most cases
by bonding to the rail. We use no automatic signals.

The protection of car equipment, aside from that
afforded by effective overhead line arresters, is the par-
ticular phase of lightning protection in which the writer
is most interested. Rolling stock in 1914 was protected
almost entirely by GE MD and MD-2 magnetic blowout
arresters, purchased during the years 1911 to 1913.
These arresters were properly installed with choke coils
and so wired as to reduce inductive effects to a mini-
mum. It was considered advisable to carry two of
these arresters per car, one being hung from the lower
side of the hood in each vestibule, thus giving each car
double protection. All arresters were inspected and
tested at the opening of the season to break down at
1600 volts. After each storm the arresters were in-
spected and immediately replaced if found defective.
The net result of this protection was the loss of thirty-
five armatures and of six lighting circuits in cars dur-
ing the 1914 season, a poor record but the best obtained
on our system as far back as our records go.

January 8, 1916]

ELECTRIC RAILWAY JOURNAL

89

As a result of the above-described experience it was
decided to install GE aluminum cell arresters on all
regular cars. All arresters were mounted in the center
of the cars on the roof. We noted that this is recom-
mended practice, i.e., "The lightning arrester of what-
ever type and choke coil should be located as near the
trolley base as practicable." The A. E. R. E. A. com-
mittee reports a small minority following this practice.
Instead of using only one ground wire, two No. 12
ground wires were used in parallel, one running to each
end of car, thus giving sufficient current-carrying
capacity and at the same time reducing by one-half
the inductance of the ground circuit. No lightning ar-
rester wires were run in metallic conduit and all splices
were soldered. Inspection of these arresters was made
regularly every two weeks during the season.

The record for the season of 1915 after the installa-
tion of the aluminum cell arresters on May 6 is as
follows :

One incandescent lamp burned out on an extra car
protected by Garton-Daniels arrester; probably due to
lightning.

One K-10 controller blow-out coil grounded on an
extra car protected by GE MD-2 arrester.

One K-10 controller blow-out coil grounded on a
regular car protected by an aluminum cell arrester, but
operating where the overhead line was unprotected.

This is a total lightning damage amounting to $8.10.
While lightning discharges during the past season have
been comparatively light, our cars
on June 13, 1915, passed through
the worst electrical storm in the
history of Beaver Valley, when for
two and one-half hours the sky was
continuously illuminated by terrific
lightning discharges. Not a cent's
worth of damage was done to our
rolling stock by lightning in this
storm. It has, therefore, been conclusively proved that
by the installation of electrolytic arresters on rolling
stock, assisted by adequate overhead line protection, an
electric railway may be immune from lightning damage.

That the adoption of this type of arrester has not been
more general has been due partly to the much feared
high cost of maintenance. A few figures for one year
■of operation may be interesting:

Double-Truck Cars, Twelve Equipped

Cost of aluminum cell arresters at 112.38 $148.98

Renewals nothing

Cost of inspection nothing

(This item is readily absorbed in a day's work, not
requiring more than five minutes every two weeks.)

Cost of installation of arresters and wiring at $2.10 $25.20

Cost of removing, cleaning and storing for the winter at

$0.12 1.44

Total cost $175.62

Cost per double-truck car $14.66

Single-Truck Cars, Ten Equipped

Cost of aluminum cell arresters at $12.38 $123.80

Renewals of cells, electrolyte, etc 42.13

Cost of installation at $2.10 21.00

Cost of removing, etc., at $0.12 1.20

Total cost $188.13

-Cost per car $18.81

The high cost of renewals on single-truck cars is due
to the continual oscillation which gradually bridges over
the creepage surface between the positive and negative
plates, causing a deposit and finally partially short-
circuiting the two plates. This in turn causes the elec-
trolyte to boil away. Though affording practically as
good a protection on single-truck cars, this type of
arrester will need further development before its main-
tenance can be reduced to the low level attained on
double-truck cars. Allowing a cost of $10 per arma-
ture for removal, repairs and replacement of one

HOME-MADE LIGHT-
NING ARRESTER

grounded by lightning, our cost for damage done to
armatures by lightning in 1914 was $350. Our total
cost of lightning protection in 1915 was $363.75 and
total damage resulting in 1915 was $8.10. Our return
on the investment of new arresters is therefore 96 per
cent the first year.

Reclaiming Worn Button-End Axles

BY J. N. GRAHAM

Master Mechanic Rockford & Interurban Railway,
Rockford, 111.

A practical method of reclaiming worn button-end
axles has been developed by the mechanical department
of the Rockford & Interurban Railway, Rockford, 111.
A worn axle is first placed in a lathe with the worn end
of the axle toward the tailstock. In this position the
jaws of the chuck are tightly clamped on the axle to
keep it perfectly centered. A steady rest is then placed
at the opposite end of the axle, the tailstock center is
withdrawn and the old button is turned off. The end

Button Ready
to be Inserted

Worn Axle Axle Bored And Threaded Finished Axle

BUTTON-END AXLE, BEFORE AND AFTER RECLAIMING

of the axle is also bored and threaded for a lV2-in.
standard thread. If a iy2-in. stub tap is at hand it
may be used to save cutting the thread in the lathe.
This method of threading, however, is more practical
than to use a stub tap because the lathe keeps the
threads in perfect alignment with the axle.

New buttons are made from sections of old axles cut
in 4-in. lengths. These pieces are centered on both
ends, and one end is turned to the diameter and thick-
ness of the button required. The remainder of the
piece is turned down and threaded to fit the axle. The
best way to do this is to have the finished buttons ready
to fit into the axle as the threads are being cut. The
axle should be left in the lathe and the button screwed
into it. In order to insure results the threads of the
button and axle should fit very tightly, requiring a
large pipe wrench to tighten the button in position.

When this has been done, the tailstock center may
again be inserted, the steady rest removed and, if the
axle needs truing which is frequently the case, it may
be turned and polished. After the axle is taken out
of the lathe, a Vo-in. hole is drilled radially through the
plug and the axle. This hole is countersunk on both
sides of the axle, and a Mz-in. countersunk rivet is in-
serted and riveted. The rivet is afterwards filed or
turned off and polished to conform with the axle. The
purpose of the rivet is to secure the button in the axle.
When the buttons of the reclaimed axles become worn,
the rivet may be drilled out and a new button inserted
at a very small cost. This method of reclaiming worn
axles has proved very satisfactory. It prolongs the
life of the axle indefinitely, and by keeping good but-
tons on the axles the life of the check plates is in-
creased since a worn axle soon cuts through a check
plate and renders it useless.

90

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 2

Starting Currents of Interurban
Car Motors

BY D. D. EWING

Assistant Professor of Electrical Engineering
LaFayette, Ind.

Purdue University,

Within the past couple of years there have been made,
under the writer's direction, a number of tests on dif-
ferent types of electric cars. In view of the present
interest in railway motor overload ratings it is thought
that some of the data secured in these tests may be of
general interest.

In Table I is listed some general information regard-
ing the equipments tested. It will be noted that in
making the nine test runs listed, five different motor
cars were used. These cars were operated during the
tests by their regular crews on their regular schedules.
In general, ordinary operating conditions prevailed and
the results obtained may be considered as typical for
the operating conditions which obtain on central and
nothern Indiana interurban railways. The tests were
all made in the winter, the air temperatures ranging
between 0 deg. C. and 10 deg. C.

In Table II the lines of figures beginning "Maximum
motor current (series)" give the maximum, minimum
and average values of the motor currents which obtained
at the instant of starting for the number of starts
listed in the line beginning "No."

In general only runs where the controller was notched
up steadily, at least to the full series position, were
selected. Thus in the entire run of 137.5 miles, in only
fourteen starts was the controller notched up steadily
to the full series position during the test of car No. 1.
Few of what might be called "typical" starts, in which
the controller was notched up steadily to the full multi-

ple notch, the car continuing thereafter to accelerate on
the motor characteristics until balancing speed was at-
tained, were made. When starting in a town or city
the motorman in most cases alternately ran on one of
the series notches and coasted until private right-of-
way was reached. On this account it was generally
possible to secure a larger number of "Motor current at
balancing speed" readings than "Motor current at end
of three minutes" readings. Irrespective of the man-
ner in which the start was made, however, in no case
were the maximum currents at starting greater than
those listed in the table.

Although not indicated in the table the first notch in
the multiple position ordinarily gave the maximum
motor current for the parallel connection of the motors,
and this notch was usually reached about thirty seconds
after the start, so that the figures in the lines of the
table which begin "Maximum motor current (multiple)"
approximately represent the motor currents at the end
of thirty seconds.

The balancing current of a car is, of course, affected
by the profile of the roadway, the current-time curve
for a run at balancing speed having undulations corre-
sponding to the undulations of the roadway. The tabu-
lated values were secured by averaging the current-time
curve for the corresponding period of balancing speed
running.

The data on "Motor current, average thirty seconds,"
and "Motor current, average one minute," were secured
by averaging the current-time curves for the corre-
sponding periods of time.

The average voltages were obtained by averaging the
voltage-time curve for each run.

In order to better compare the average motor cur-
rents for the various times during the starting period

TABLE I — GENERAL DATA

Test number

Motor car number
Number trailers . .

Service

) passenger
j Limited
40.5
43.1

Weight, empty, tons

Weight, loaded, tons

Weight, trailers, tons ....

Weight, total train, tons 43.1

Number motors 4

Make of motors GE-7_3

Gear ratio 1-78

Wheel diameter, inches 35.6

Length run, miles 137.5

passenger
Local
39.15
40.5

Vo'.5
4

GE-73
2.12
34.1
137.5

3
3

passenger
Local
41.7
44.0

44.6
4

West. 303-A
2.67
36.3
114.2

4
3

Local
passenger
41.7
44.3

44". 3
4

West. 303-A
2.67
36.3
114.2

Freight

37.6
42.0

42.6
4

GE 205-B
3.35
35.0
63.2

Fr

6
4
1

eight

Freight Freight Freight

GE

37.6
46.7
17.5
64.2

4

-205-B

3.35
35.0
25.0

37.6
47.1
41.0
88.1
4

GE-205-B

3.35
35.0
26.0

33.4
44.6
22.9
67.5
4

GE-73
2.12
32.4
28.3

33.4
45.0

45'. 6

4

GE-73
2.12
32.4
109.2

TABLE II-

Test Number

Maximum motor current (series), amperes

-MOTOR CURRENTS DURING STARTING

Maximum motor current (multiple), amperes.

Motor current at end of one minute, amperes.

Motor current at end of three, minutes, amperes.

Motor current at balancing speed, amperes.

Motor current, average thirty seconds, amperes.

Motor current, average one minute, amperes.
Average voltage for run

1

2

3

4

5

6

7

8

9

Maximum

255

180

180

185

195

140

255

160

170

Minimum

180

116

105

110

100

105

170

120

120

Average

206

147

145

150

150

125

200

140

143

Number

14

26

36

23

6

5

4

3

9

Maximum

122

116

130

132

132

145

175

105

105

Minimum

76

60

80

65

102

100

145

87

72

Average

106

83

97

89

115

120

160

100

86

Number

8

20

36

22

7

4

5

9

Maximum

100

80

82

82

61

70

120

80

Minimum

56

48

50

52

47

50

52

48

Average

78

68

68

67

53

56

77

*80

68

Number

9

18

36

23

7

5

4

1

9

Maximum

64

56

62

55

40

42

52

70

Minimum

52

44

40

40

35

35

44

48

Average

56

48

45

46

37

40

48

53

Number

6

12

17

11

5

6

3

10

Maximum

62

50

50

52

42

40

44

'46

66

Minimum

48

40

37

37

30

37

42

42

30

Average

56

47

44

46

35

38

43

44

47

Number

17

14

19

17

7

6

3

3

17

Maximum

168

120

150

145

110

100

170

140

Minimum

104

72

90

90

90

70

125

88

Average

130

97

120

118

100

88

150

115

Number

14

26

36

22

6

5

4

8

Maximum

122

100

112

118

102

93

147

105

Minimum

100

64

82

80

83

86

110

80

Average

105

83

96

95

90

85

125

93

Number

8

18

36

22

6

5

4

6

630

636

525

522

532

532

532

585

606

TABLE III — MOTOR CURRENTS DURING STARTING IN PER CENT OF BALANCING CURRENT

Test Number 1

Balancing current, amperes 100

Motor current at end of three minutes, amperes. . . . 100

Motor current at end of one minute, amperes 139

Maximum motor current, motors in parallel, amperes 189

Maximum motor current, motors in series, amperes. 368

2

3

4

5

6

7

8

9

Average

100

100

100

100

100

100

100

100

100

102

104

100

106

105

112

113

105

145

155

145

152

147

179

isi

145

154

176

220

193

328

316

372

227

201

247

313

330

326

428

329

465

318

304

353

January 8, 1916]

ELECTRIC RAILWAY JOURNAL

91

Table III has been prepared. In each case the average
balancing-speed current has been used as the basis of
comparison, it being expressed as 100 per cent, the
other currents being expressed in percentages of bal-
ancing-speed current. It will be noted that in general
the motor current at the end of three minutes is prac-
tically the same as the balancing-speed current, and
that at the end of one minute it is only about one and
one-half times the balancing-speed current.

The tests were made with the graphic-recording,
portable car testing set described in the issue of the
Electric Railway Journal for July 24, 1915.

The writer wishes to express his indebtedness to the
Fort Wayne & Northern Indiana Traction Company and
the Terre Haute, Indianapolis & Eastern Traction Com-
pany, through whose co-operation the tests were possi-
ble, and to a number of students of Purdue University,
who, in the course of their thesis investigations, col-
lected the major part of the original data.

The Protection of Car Finishes

BY CARL F. WOODS

Secretary Arthur D. Little, Inc.

In our research and testing work for electric rail-
ways nothing has proved more enlightening than the
analyses of car-washing soaps, paints and varnishes.
These products lend themselves easily to deception of
the buyer because he cannot readily detect their purity
or suitability. The alternatives "purity" and "suit-
ability" are used deliberately, for it is one thing to
assert that a manufacturer is dishonest and another
to state that he has furnished an unsuitable product.

The buyer and not the seller is at fault if a paint
which is not resistant to corrosive influences is pur-
chased for use in a salt-laden atmosphere, or if a short
oil varnish intended for interior work is used for the
exterior finishing of cars. Too frequently the buyer
purchases a product which he knows has given satis-
factory service in some other place and perhaps for
some entirely different purpose without consideration
of the special requirements of his own service. It is
essential that the manufacturer should be fully advised
of the exact conditions to which his product will be sub-
jected and, then, that the buyer should take the neces-
sary steps to insure delivery of the products required.
The specialized knowledge obtained by the reputable
paint manufacturer regarding various pigments, vehicles
and combinations of these is of great importance to the
user, and no buyer is justified in neglecting to obtain
all of this information, which is readily at his disposal.

An Experience with Car-Washing Soaps — About a
year ago we were requested by one of the largest East-
ern electric railways to analyze a number of brands of
soap which had been brought to their attention for car-
washing purposes, with a view to determining which
was the most economical for their purposes. The fol-
lowing table shows the result of this investigation :

Sample

l

2

3

4

Price per pound, cents.

3.5

4.13

6

4.5

5.75

Moisture, per cent

32.96

79.50

64.74

63.60

3.08

12.90

27.19

29.34

79.74

Comb'd alkali, per cent.

9.14

0.98

4.63

4.63

13.57

Free caustic, per cent..

None

None

None

None

None

Free carbonite, per cent

0.26

5.57

0.11

0.09

0.13

Glycerine, per cent....

4.64

1.05

3.23

2.34

3.48

Effective soap, per cent

62.14

13.88

31.82

33.97

93.31

Price per pound of ef-

fective soap, cents. .

5.6

29.7

18.9

13.3

6.1

It will be readily

seen

that while the

difference in

price per pound as received was not great the price of
the actual soap received, due to the varying content of
moisture, ran from 5.6 cents to 29.7 cents per pound.
Soap No. 4, for instance, although much cheaper than

No. 5 as purchased, actually cost twice as much for the
soap received. Soap No. 2, on the other hand, was
found to contain a large quantity of free alkali and
was not comparable with the others as it was a soda
soap and inferior to the others for this purpose, all of
the rest being potash soaps.

As a result of these tests it was found that the soap
which best combined economy, purity and suitability
was neither the 6-cent nor the 30-cent soap, but one of
the medium priced soaps. As a result, the company is
now purchasing its car-washing soaps on a carefully
drawn specification, which insures a satisfactory article
and permits the benefits of competition.

What general manager or purchasing agent would
pass a requisition for an article at a much higher price
if he lacked such proof as was gathered in this in-
stance?

Another Soap Experience — Not long ago one of our
clients experienced serious trouble in revarnishing cars,
due to the crawling of the varnish in spots. Suspicion
was naturally directed to the varnish, but this proved
to be an eminently suitable varnish for the purpose and
an investigation showed that the real trouble lay in the
car-washing soap. This soap, although free from the
harmful caustic alkali, contained a large percentage of
uncombined fat, so that when the car was washed be-
fore varnishing thin films of this greasy fat remained
on the surface, to which, of course, the varnish would
not cling. Here, again, information of decidedly prac-
tical value was obtained at the trifling expense of a
soap analysis.

Paints and Varnishes — If it is important to find the
soap that will best maintain car finish it is even more
important that the most suitable paints and varnishes
should be applied to the car. Frequently a color is se-
lected for the cars without reference to the pigments
which must necessarily be used to obtain the exact
shade desired, with the result that either an excessive
expense is incurred for the finish or that rapid de-
terioration takes place due to the use of unsuitable pig-
ments. There is a wide range of car-body colors which
are eminently suitable for the purpose, which can be
readily obtained from any number of reputable manu-
facturers and whose composition can be quickly checked
by chemical analysis, affording the manager all of the
range necessary in selecting a shade for his cars.

The selection of varnish is by no means a simple
matter, as it is impossible from chemical analysis alone
to obtain all of the necessary information. On the
other hand, purchasing the highest-priced varnish is
not necessarily a safeguard, as the varnish furnished
may be much better than necessary for the purpose.
Chemical analysis can, however, readily detect adultera-
tion and the presence of substances like rosin, turpen-
tine substitutes, etc., which either seriously impair the
wearing qualities of the varnish or reduce its intrinsic
value. A combination of this kind of testing with
service tests of those varnishes which are free from
objectionable ingredients will rapidly enable the rail-
way company to obtain a satisfactory article at a rea-
sonable price.

The introduction of quick-drying methods has in-
troduced another important phase of the question. The
elimination of idle car-hours by cutting down paint-
shop time from a week to twenty-four hours offers a
tempting prospect to the manager. It is essential, how-
ever, in reductions of this kind that intelligent care be
used, as not all quick-drying methods produce satisfac-
tory results. The character of the wood, the paint and
varnish employed and the facilities for drying demand
scientific study to the end that the economies effected
may be real.

The increasing use of steel cars particularly neces-

92

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 2

sitates a careful selection of the finishing materials. It
is too commonly assumed that steel will withstand prac-
tically any service conditions ; the fact is overlooked
that the Vs-in. or 3/16-in. side girders, now common in
car building, will not maintain their strength very long
if not protected against corrosion. Rivets are also par-
ticularly vulnerable places in the car armor.

In brief, the diverse conditions under which car-
finishing materials are employed should absolutely pre-
clude their purchase on the basis of price, prejudice or
past experience in other localities. Only a thorough
knowledge of the various materials available, together
with a comprehensive system for insuring the receipt
of the proper materials, will enable the application of
that foresight which is worth so much more than hind-
sight.

Remodeling a Railway Telephone
System

During the past summer the Buffalo, Lockport &
Rochester Railway reconstructed its telephone system,
doing away with booths located along the tracks and
substituting portable telephone sets carried on the
cars, the wall sets being reconstructed for this pur-
pose at a nominal cost.

The road was formerly outfitted with twenty-five
telephone booths distributed along the 55-mile right-
of-way between Rochester and Lockport, N. Y. Strom-
berg-Carlson wall sets were used in these booths.
Along the right-of-way there are duplicate telephone
lines of No. 12 bare copper wire, the line designated
as No. 1 being used for power dispatching and miscel-
laneous communication, and that designated as No. 2
being used for train dispatching. The passenger and
freight stations are normally on the No. 2 line also.
The lines are run at the top of the distribution line
poles and are transposed every fifth pole to eliminate
induction, as the 60,000-volt transmission line is located
on the opposite side of the track from the distribution
line. Both telephone lines run through all power sub-
stations and passenger stations, and section switches
are placed at these points to permit the localization of
trouble.

On account of the cost of new portable telephones
with the necessary jack boxes, etc., and of the imprac-
ticability of disposing of the wall sets to advantage,
it was decided to convert the latter into portable sets
and to construct suitable jack boxes for use in con-

5/afe Block

Porcelain
Tubes

■ iok"--

PORTABLE TELEPHONES — WOODEN SHELTER FOR PEG BLOCKS

Wire Soldered
here.

L

Wire Connection

Twisted
Pair Lamp
Cord

\ ( Wooden Plugfo

\, &xi "Phosphor v. ; relieve Sf~in

Br0nze on Wire

■5," Hole

PORTABLE TELEPHONES — MAPLE JACK HANDLE WITH PHOSPHOR
BRONZE CONNECTION SPRINGS

nection with them. The results are shown in an ac-
companying illustration.

In converting the telephone sets the transmitter arms
were removed and the transmitters were placed inside
the box with the mouth pieces protruding, wooden blocks
being fitted around them to eliminate breakage. The
boxes were cut off below the magneto supports and bells
were removed, small dry cells being fitted inside the
boxes at the top behind the former location of the bells.
Leather straps were bolted to the box top for conve-
nience in carrying, and on each box a piece of Vs in-
x 1 in. flat iron bent to form two pockets was attached.
These pockets were of suitable size to hook over two
hooks, made of Vs-in. x lVo-in. flat iron which were

PORTABLE TELEPHONES — WALL SET FORMERLY USED, REMODELED SET WITH JACK AND CONNECTING CORD, AND CONNECTING JACK

SHOWN ON A LARGER SCALE

January 8, 1916]

ELECTRIC RAILWAY JOURNAL

93

fastened to the side of the car to support the sets.
Felt strips were secured to the backs of the boxes
at the bottom to hold them in line with the side of
the car and to prevent vibration. Fifty contact blocks
were distributed along the line, each consisting of a
slate back with square aluminum pegs set into them.

p

a.

o

o

o

' Hole for

Wire Connection q

Brass WT
"Nut Slate Block

Aluminum
V. - Stud

— 'Insulating Compound

PORTABLE TELEPHONES — SLATE CONNECTING BLOCKS WITH
ALUMINUM PEGS

The pegs were secured by nuts at the backs of the
blocks, countersunk holes being provided for this pur-
pose. After the pegs were clamped into position elec-
trical compound was run into the holes. Holes were
drilled in the square portion of each peg to permit
taps from the telephone line to be attached and held
firmly in place by means of set screws.

For the connection from telephone to jack box the
jack illustrated was made, and a piece of maple 1 in.
x lVi x 7 in. was used to form a handle and a support
for the contact strips. The latter were made of phos-
phor-bronze strips 1 in. x 1/32 in. x 5V2 in. in size,
with a "V" formed near the end of each to facilitate
the making of good electrical contact with the pegs
in the jack box. Connecting wires were brought out
through the wooden handle and attached to ordinary
twisted pair lamp cords.

Wire baskets which were used on the cars for holding
flags were relocated and placed near the telephones so

that the jack handles and wire could be easily placed
out of the way after use. This convenience appears
not to have been appreciated by the train crews, who
ordinarily coil the wire around the telephone after use.

Connections between the overhead telephone line and
the jack boxes were made with twisted pairs of tele-
phone wires, the lines being brought down the poles
on porcelain knobs. Wooden shelters, as illustrated,
were provided to protect the plug bases, and the wires
were taken into these shelters through porcelain tubes.
The figures 1 and 2 were painted at the top of each
plate block to designate the line, but these were really
unnecessary as the No. 1 line is always connected to
the left-hand pair of plugs and the No. 2 line to the
right-hand pair.

The jack boxes were installed at each end of double-
end sidings' and at each side of the switch at single-
end sidings and they were placed at a height conveni-
ent for access from the cab door of the car.

In connection with the portable sets it was decided
to use Egry registers for taking train orders, and a
holder was provided for these registers directly below
each telephone set at a height from the floor conve-
nient for writing. Each motorman is furnished with
one of these registers and is directly responsible for its
care. All telephone sets have the numbers of their
designated cars painted at the top, and a few extra
sets marked "Spare Telephones" are kept on hand at
the car shops in Rochester and -at the line foreman's
workshop at Albion, N. Y. These are used to replace
temporarily car sets which are undergoing repairs.

The cost of the change from wall sets to portable
sets is given in the following table:

Fifty wooden shelters for jack boxes. . . .
Fifty slate bases with aluminum contacts
Twenty-five jack handles, including wire
Twenty-five portable telephones — ■ cost

conversion

Relocating wire baskets and installing
telephone support hooks in twenty cars
Insulators, wire, connectors, etc., for con-
nection overhead telephone lines to jack
boxes, including installing jack boxes. .

Labor
$12.35

5.58
18.35

19.52

45.20

Material
$10.68
30.00
12.06

9.00

2.15

Total
$23.03
30.00
17.64

27.35

21.67

71.93 117.13

Total $101.00 $135.82 $236.82

The change to the portable phones was made about
the middle of the summer and since then no trouble
worthy of note has been experienced. The extent of
the saving in first cost can be appreciated by com-
paring the costs given in the above table with those
of new portable sets and jack boxes. The advantages
of this system over that in which wall sets are used
in booths have been shown by the experience of this
railroad to be as follows:

There is a saving of approximately two minutes on
every call of train crews for the dispatcher. The jack
box is so simple that there is no difficulty in keeping
it up. Telephone maintenance is less, repairs being
made in the shop instead of in the booths formerly
used.

The system is very flexible because telephone com-
munication can be established from any point by in-
stalling a simple jack box.

PORTABLE TELEPHONES SETS AND REGISTER IN CAR AND CON-
TACT BLOCK SHELTER ON POLES

At highway crossings where the view is obstructed
and considerable automobile traffic obtains, the Chicago,
Lake Shore & South Bend Railway, Michigan City, Ind.,
has installed warning signs on the highways 300 ft.
each way from the crossing. These signs are placed on
the right side of the highway and in large letters warn
the automobile driver that he is 300 ft. from the track.
This is considered ample braking distance for an auto-
mobile which is approaching the tracks at a high rate
of sneed.

94

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 2

An Independently Mounted Snow Plow

Deep snow drifts are removed from the lines of the
Illinois Traction System, Peoria, 111., and the Chicago,
Ottawa & Peoria Railway, Ottawa, 111., by standard
snow plows having nose-type shares mounted on inde-
pendent trucks. One of these plows is shown in the
accompanying illustration. Essentially the plow consists
of an adjustable nose plowshare supported on a wooden
body which in turn is mounted on two pairs of standard
car wheels. The plowshare is 4 ft. 8 in. high and 8 ft.
wide, and as shown on the line cut, the lower point of
the share is 3 ft. 4 in. in advance of the top. This
tends to keep the share down when in service. The
share is made of }4-in. steel plate secured to an angle-
iron frame with rivets countersunk on the plow face.
The plow is so mounted on the projecting end of the
truck frame that the share may be raised or lowered
by a hand wheel and screw having a maximum range
of approximately 6 in. The purpose of this adjustment
is to clear the share of obstructions and to lower it
practically onto the rail when necessary. After the
plow has been raised or lowered to any desired position,
the mechanism can be locked. Besides the large plow-
share, which is designed to clear the track through
heavy drifts, flangers are provided to clean the rails.
These flangers can be raised or lowered to any desired
position by hand levers operated from the truck body.

The car body proper is built of wood, and it is 8 ft.
wide by ll1 ,'•_> ft. long by 2y2 ft. deep. It is mounted
on two pairs of standard car wheels which are bolted
direct to the body- underframe. As will be noted in the
illustrations, the front pair of wheels is attached to
the underframe slightly in advance of the front of the
body. This construction provides stability against over-
turning, by counteracting the tendency to press the
share down into the ties when plowing heavy drifts.
The other pair of wheels is attached to the underframe
7 ft. 6 in. behind the front wheels. The wheel mount-
ing consists of strap-iron journal box yokes bolted to
the underframe, and 4-in. x 4-in., 12.8-lb. angles bolted
between the bottoms of the yokes hold the wheels rigidly
in position. Other details of the plow are shown in the
illustrations.

In service this plow is coupled to the front end of a
motor express car. Ballast, usually consisting of bould-
t rs and scrap iron, is deposited in the body. The plow
complete, together with the ballast, weighs about 17
tons. Experience has demonstrated the advantages of

ILLINOIS TRACTION S STANDARD SNOW PLOW GENERAL VIEW

independently mounting the plow. It is always ready
for service, thus eliminating the delay incident to the
use of a plow that must be mounted on a car. The
plow is relatively inexpensive in construction, as com-
pared with a self-propelled plow, and the combination
of the adjustable, large share and the flangers makes it
serviceable for both paved streets and open-track con-
struction. This plow is one of three which have now
passed through three winters and have given satisfac-
tory results. J. M. Bosenbury, superintendent of mo-
tive power and equipment of the Illinois Traction Sys-
tem, is responsible for their design and construction.

Copper Production by Countries

The world's output of copper is normally about 1,000,-
000 tons per year, this figure having been practically
exceeded in 1912. The United States produced 55 per
cent of the whole, and the whole of North and South
America, 73 per cent. Japan is the next biggest pro-
ducer with 65,500 tons, and other countries' contribu-
tions are as follows: Spain and Portugal, 59,000 tons;
Russia, 33,000 tons; Australasia, 47,000 tons; the com-
bined product of Germany, Hungary, Turkey and Bul-
garia, when on a peace footing, 35,000 tons; and Great
Britain, 300 to 400 tons. The total production of the
British Empire is about 100,000 tons, or about one-
tenth of the world's output. The four biggest consum-
ers in 1912 were: North America, 365,922 tons; Ger-
many, 243,173 tons; Great Britain, 147,551 tons, and
France, 106,753 tons.

r

S'2"

ILLINOIS TRACTION'S STANDARD SNOW PLOW— DESIGN DETAILS

January 8, 1916]

ELECTRIC RAILWAY JOURNAL

95

Graphic Coasting Record at Boston

Several users of the Rico coasting recorder have orig-
inated valuable features for making the records more
interesting and forceful than they would be in figures
alone. A recent contribution is that of the Boston Ele-
vated Railway, which has devised the graphic record
presented in the accompanying illustration to show the
relative number of men above or below the average

Mar. April ttay June July Aug Sept Oct,
GRAPHIC COASTING RECORD USED ON BOSTON ELEVATED RAILWAY

coasting record. On the original the "plus" men are
represented by an area of solid blues, and the "minus"
men by an area of solid red. The record reproduced is
that of Division 4, surface lines, Boston Elevated Rail-
way. Similar records are made also for the subway
and elevated lines. The Boston Elevated Railway is
now using 419 Rico coasting recorders.

Treated Car Roofing

The desirability of using a roof covering that will
effectively withstand severe weather conditions and the
fading due to strong sunshine led to the introduction
some time ago of "Bayonne" car roofing by John Boyle
& Company, Inc., New York. This car roofing is a
special woven cotton fabric treated with a waterproof
preservative preparation. This liquid preservative is
applied evenly and smoothly to the fabric as the latter
is fed into a machine. The fabric is then run through
heavy pressure rollers, which force the liquid into the
cloth so that every fiber is thoroughly permeated.

The advantages of this treated car roofing over ordi-
nary canvas roofing are stated to be as follows: It is
absolutely waterproof, and does not need to be made so
after installation, as is the case with cotton duck. Cot
ton duck is usually painted to make it waterproof.
When the paint comes in contact with the cotton it has
a tendency to burn or char the cotton fiber, which neces-
sitates covering or patching the roof in a very short
time.

A roof covered with treated roofing is said to be
neater in appearance than an ordinary canvas roof, be-
cause a man cannot paint a roof as evenly as the machine
finishes this fabric. This roofing saves paint enough to
more than offset the additional cost of painting an equal
weight of untreated cotton duck, and saves the time
necessary to apply the paint.

This treated roofing is made in but three weights, any
of which will stand considerable wear and tear. On the

other hand, cotton duck is made in all weights from a
fabric as open as cheesecloth up to weights as heavy
as the fabrics used for Bayonne roofing. After cotton
duck is painted one cannot tell from its appearance what
weight or thickness it is and whether it will last for
years or for months.

This roofing is made in yellow and brown and in all
widths from 22 in. to 120 in., so that it is possible to
cover car roofs of different sizes without waste.

D.C. Motor Insurance Reduced in
Indiana

Until recently the electric interurban lines in Indiana
have been more or less barred from entering the power
field because the national electrical code made no al-
lowance for d.c. motors taking current from grounded
railway systems, except when they were housed in an
entirely fireproof room. In other words, even when they
were installed under ideal conditions the insurance rate
remained the same. This made the cost of installation
to obtain the minimum rate prohibitive, consequently
few d.c. motors have been put in service. All d.c. motor
installations not placed in a fireproof room were assessed
with a minimum insurance rate of $1 per $100. Re-
cently the Indiana Inspection Bureau, of which E. M.

+ . Lightning Arrester to be at Point of Connection
1 |~ to Trolley Feeder

\Fuse

Switch i

Meter

Release
Resistance \

Circuit Breaker

Fuse S Snap 5w. )
tswitch

4-P

KLow

Voltage Release
Set at 250 Volts

Starting Box

Telltale Lamps
to be 3-220 'Volt,
or 5- 125 Volt

To Motor

STANDARD D.C. MOTOR INSTALLATION ON GROUNDED CIRCUIT

Sellers is the head, through its engineer, W. I. Stone,
promulgated a standard method for the installation of
d.c. motors which is shown in the accompanying dia-
gram. When this method is followed no extra charge is
made in the regular insurance rates. However, where
the different protective devices shown on this diagram
are not included, charges are made for their absence.
In connection with this standard method, d.c. motors are
required to be of the totally inclosed or inclosed venti-
lated, compound-wound, commutating-pole type. All
other types of motors must be in a standard inclosure,
except that inclosed motors having ventilated openings
of No. 16 or smaller wire mesh may be installed under
certain conditions, provided that motors of this type
are not placed in rooms containing combustible mate-
rials, vapors, gases or dust. Aside from these excep-
tions the d.c, electric interurban lines of Indiana are
now on the same basis as the a.c. power companies so
far as motor installations are concerned.

Owing to an alleged interference with telephone cir-
cuits in the neighborhood of the electrified section of
the London & Southwestern Railway, the opening of
electrical operation to the public of the Kingston

"Roundabout" line has been postponed.

96

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 2

NEWS OF ELECTRIC RAILWAYS

NEW FRANCHISES SOUGHT IN PITTSBURGH
Officers of Pittsburgh Railways Outline Need of Grants
Desired in Downtown Section to Improve Service

Traffic problems in Pittsburgh, Pa., were discussed at the
luncheon of the Chamber of Commerce on Dec. 27 at the
Fort Pitt Hotel. The speakers were J. D. Callery, president
of the Pittsburgh Railways, who suggested a downtown
subway as one means of relieving congestion; Attorney
Edwin W. Smith of the company, who reviewed the history
of the traction ordinances pending in City Council, and
Mayor Armstrong. There was a large assemblage of busi-
ness men at the luncheon.

The question of increased transit facilities for Pittsburgh
has been under agitation for more than ten years. Despite
the efforts of the Pittsburgh Railways, however, the com-
pany has been able to do only such constructive work as
lay entirely within its own province under existing fran-
chises and grants. The whole question has again become
a matter of public discussion through the renewed effort of
the company at this time to secure the passage in its
interest of ordinances authorizing track changes, requests
for which were made by it originally in 1906.

In 1909 the Railroad Commission of Pennsylvania ap-
pointed Emil Swensson, an engineer of Pittsburgh, to
examine and report to it on conditions in the city. He
made his report on March 26, 1910. Many of the recom-
mendations made by the commission as a result of Mr.
Swensson's report were adopted by the company. He sug-
gested among other things that the company replan,
reroute and reloop the terminal district. He also said:
"Thfl additional extensions, connections, curves, turnouts,
switches, etc., should be authorized by the city, or the
improvements in the system and in its efficiency cannot
be made." Stone & Webster also reported for the com-
mission in 1909 and Bion J. Arnold for Mayor Magee in
1910. It is said that Mr. Arnold recommended every one
of the curves for which the company now seeks author-
ization from the city.

In addressing the Chamber of Commerce Mr. Callery said
in part:

"While we should like to have all of the cars pass all of
the great retail stores, it is impossible to do so without
causing delay and congestion. The operation of the cars
thus through the city would not be such a serious matter
if it were not for the blockades caused by automobiles,
wagons and other vehicles. We have other problems to
meet at the congested hour, at the Westinghouse works,
East Pittsburgh, where 18,000 to 20,000 working people
are dismissed at one time.

"The great mills at Braddock, Homestead, Duquesne and
McKeesport dismiss employees at the same hour. Even if
we had the cars, it would be difficult to get a force of men
to work for the few hours at the peak load. I was won-
dering whether, with the lately established branch of your
association known as the Retail Merchants' Association, it
might not be possible for the merchants to agree to open
and close their stores at different hours. This might be
done by an agreement with each other to alternate monthly
the time of opening and closing. I think that it should be
the duty of the employers of labor to look after the welfare
of their employees, and one of the most important things
to my mind would be to see that they are properly trans-
ported from their homes to their work.

"Within the past year we have purchased and installed
more than 300 double-truck cars, eliminating a like number
of single-truck cars; and we have now under order for
delivery beginning in April, 1916, 240 double-truck, low-
floor, side-entrance cars, which cars we have adopted as
standard. This new purchase involves an outlay of more
than $1,250,000.

"If the city were disposed to build a comprehensive
subway through the congested portion of the city the rail-

ways would be inclined to negotiate for the use of this
subway on a reasonable basis. To build a subway to any
one of the outlying districts would involve such heavy fixed
charges that it would not justify either the city or the
railways to construct it. It seems to me that unless the
business portion of the downtown district is spread over a
larger area the principal streets now in use will have to
be double-decked, one street to be used for cars and vehicles
and the other for pedestrians."
Mr. Smith said in part:

"There is now pending before Council a series of ordi-
nances granting franchises to the Pittsburgh Railways, or
its underlying companies. These ordinances are for the
main part grants of curves or short pieces of track and
unimportant except as bearing upon the matter of enabling
the company to reroute some of its cars. There are also
certain ordinances for an agreement between the city and
the different railways as to the removal of tracks on certain
streets under this act. These ordinances were presented to
Council on Dec. 17, 1915, and final action has been postponed
largely upon the insistence of the representatives of the
Chamber of Commerce.

"In connection with these franchises the paramount duty
of the city officials and the managers of the railway is to
determine what is the greatest good for the greatest num-
ber, and how the most people can be taken where they
want to go in the quickest and most comfortable way..

"Each of these ordinances has a definite purpose. My
wish is to outline to you, if I may, the attitude of the
railway in the matter of service, and what I say must be
very general.

"A company operating such a complicated system as that
of the Pittsburgh Railways cannot and does not expect
every part of its system to pay. It can only ask that its
whole operation shall be profitable. The company hopes
for no added profit from the grant of these franchises. It
reaches no more people thereby, who will travel, but it may
increase the riding habit to some extent by a more con-
venient service. The expense to it in doing the work
required under these ordinances will be great. The com-
pany is anxious that these franchises be granted by the
city as speedily as possible. The ordinances have not been
rushed. In November of 1909, there was a meeting of the
Railroad Commission in this city upon the complaint of the
city of Pittsburgh to investigate the street railway situa1
tion. At and before that time the company had appreciated
the difficulty of handling its cars in the downtown district,
and had been desirous of obtaining the grants of additional
facilities. Some of these grants had been asked for as
early as 1906.

"The company was and is anxious to have these ordi-
nances passed. Is that not quite natural ? There has been
an election, and after Jan. 1, 1916, there will be three new
members who have not taken part in the discussion, and
cannot be expected to give their approval without serious
consideration. It is extremely unfortunate that the final
action was delayed to so near the close of this Council, but
it required time to prepare these ordinances to determine,
among other things, to which of the underlying companies
it was best to have the grant made. Then after the rail-
way had done its part of the work, the drafts of the ordi-
nances had to be prepared by the legal department of the
city, submitted to, and be approved by, the Department of
Public Works before they reached the Mayor and the
members of Council. They were presented in final form
on Dec. 17, 1915.

"More drastic terms the company is not in a position to
accept. Owing to conditions over which perhaps nobody
now has any control, the street railway business in Pitts-
burgh has not been profitable, and even if it were, these
grants of curves and switches are not such as in fairness
ought to carry any compensation to the city. The public
is to derive as much, if not more, advantage from them than

January 8, 1916]

ELECTRIC RAILWAY JOURNAL

97

is the railway. They are distinctly for the improvement of
the service, which improvement cannot be made without the
action of the City Council. They have been recommended,
at least in part, by experts who have examined the situa-
tion. The general necessity of additional facilities have
been recognized by the Railroad Commission. We welcome
the opportunity which your invitation to Mr. Callery gave
us to present to you our views of the importance to the
public of these grants. We do not hesitate to ask your
approval of all the ordinances which are now pending."

STRIKERS ENJOINED AT WILKES-BARRE

Striking motormen and conductors, their union officials
and leaders and anyone acting in their behalf have been en-
joined by a preliminary injunction granted by Judge J. B.
Woodward from interfering in any way with the business of
the Wilkes-Barre (Pa.) Railway, which is operating its cars.
The injunction granted by the court is sweeping in its char-
acter and enjoins the striking forces as follows:

"From unlawful picketing; assaulting or intimidating by
force or show the company's new employees; from congre-
gating in groups about the company's place of business;
from gathering about any place where employees lodge or
board for the purpose of enticing them to leave the service;
from molesting and annoying by threats, intimidations, men-
aces or otherwise any passenger who while boarding or
alighting from company cars is at or near the boarding or
alighting points; from assaulting or maltreating any em-
ployee of the company; from interfering with, endangering
or destroying or in any manner attempting to injure or de-
stroy any company property."

The court ruled that the matter of allowing $200,000 to
the company for damages suffered by the strike was not im-
mediately before the court and could not be adjudicated un-
til a hearing is held. The court said that "the company has
a right to carry on its business for which it was chartered
without hindrance or damage to its property, and that its
employees have a right to work without molestation, and
that the public has a right to travel without annoyance."

It was reported from Wilkes-Barre on Jan. 5 that the in-
junction granted the previous day against striking carmen
broke up temporarily at least all attempts at picketing along
the lines on which cars are now operated. The Grand Jury
has refused to return a true bill against Frank Walker, who
was arrested by detectives of the company on a charge of at-
tempting to burn a railway bridge, but William Carr, who
was arrested during strike riots, has been indicted. It is al-
leged he threw a stone into a trolley car.

CHICAGO TRACTION FUND RATE OF INCREASE CUT

Based upon an estimate made by the comptroller of the
city of Chicago, the public has been informed of the fact
that the rate of increase in the traction fund which is now
approaching $20,000,000 will be materially reduced by the
increase in wages granted the employees. It is estimated
that city's 55 per cent of the net earnings of the surface
lines for the year 1915 will approximate $2,017,985. This
is more than $550,000 less than the city's share of the net
earnings received in April, 1915. The amounts paid into
this fund by the surface lines since the passage of the
traction ordinance in 1907 are as follows: 1908, $1,556,809;
1909, $1,386,877; 1910, $1,276,252; 1911, $1,705,550; 1912,
$1,870,908; 1913, $2,529,992; 1914, $3,002,453; 1915, $2,558,-
383; 1916, $2,017,985.

It has been estimated that the increase in wages to the
employees would amount to approximately $1,000,000 a
year, 45 per cent of which is borne by the company and 55
per cent by the city. In addition to the increase in wages,
the surface lines income has been reduced by reason of the
two-day strike, June 14 and 15, 1915. The general business
depression has also been reflected in the company's gross
earnings. All of these causes have reduced the city's share
of the net earnings to the approximate amount shown. It is
also of interest to note that this fund has earned in interest
since 1908, $854,286. This together with the principal fund
is available for local transportation improvements and will
probably be employed in subway construction and elevated
railroad extensions, or any other improvements recom-
mended by the Chicago Traction Commission, which is in
process of formation at the present time.

EDITORIAL TRIBUTE TO MR. GOODRICH

The Minneapolis Journal contained in a recent issue the
following editorial on the late Calvin G. Goodrich, president
of the Twin City Rapid Transit Company:

"In the death of Calvin G. Goodrich Minneapolis loses
another of her strong men who have helped to make the
city's greatness what it is. While yet a man in his prime,
he was one of that sturdy generation that formed the
connecting link between the early settlers and the Minne-
apolis of to-day.

"He was an active figure in Minneapolis up to the time
of his death, having devoted thirty-eight years of his life —
practically all his business career — to building up the local
transportation system of the Twin Cities, as well as that
of Duluth and Superior in more recent years.

"His one lifelong ambition was to build up a system
unsurpassed by that of any other city. Nor were his
activities confined to his own business. No worthy move-
ment was ever undertaken for the community's good that
did not secure his ready and generous support. He believed
in the Twin Cities, and esteemed it a privilege to serve
them in any way.

"But best of all, Mr. Goodrich was a real friend. He had
a big, kind heart that was always responsive to distress or
to a friend's needs. With his bubbling humor and his
perennial youthfulness, he never ceased to be a boy. Tol-
erant in his views, forgiving in nature and with a broad
and deep charity, 'The Colonel, as he was affectionately
called by those who knew him best, never went back on a
friend, even if that friend had gone back on him. Once a
friend, always a friend. He had an unbounded capacity
for friendship.

"Simple and modest in his manner, he was one of those
natures that instinctively draw men to them and call forth
not only respect and admiration, but real, sincere affection.
Perhaps his keen sense of fairness, and his large fund of
common sense, coupled with his lively sense of humor and
quaint philosophy, were the cause.

"His sympathies were large. He had that great gift of
being able to put himself in the other man's place. Thou-
sands of men of all classes have come under him in the
years of his connection with the company, and they all
attest that not only was he always just to them in every
dealing, but more than that he was always generous.

"He built a monument for himself in the great trans-
portation system to which he gave his life, but better than
that, with his engaging personality he still lives in the
hearts of those hundreds of employees and friends who
were fortunate enough to know him and to come under his
gentle influence."

ANOTHER NEW YORK COMMISSIONER RESIGNS

Governor Charles S. Whitman of New York has accepted
the resignation of Robert Colgate Wood as Public Service
Commissioner for the First District. In a letter presented
to Governor Whitman by J. P. Archibald, Commissioner
Wood's secretary, Commissioner Wood reviewed the circum-
stances leading up to his action and tendered the Governor
his resignation. The Governor wrote an answer, accepting
the resignation, to take effect immediately.

The commissioner asserted that the charges made during
the Legislative investigation of the commission were noth-
ing but an attempt to besmirch his good name and were
without foundation. Nevertheless, Commissioner Wood said,
he felt that because of the attack his usefulness as a mem-
ber of the commission was impaired, and he therefore ten-
dered his resignation.

The resignation of Commissioner Wood is believed to mean
an end to the investigation by the Thompson committee.
Edward E. McCall, chairman of the commission, was recently
removed by Governor Whitman on charges preferred by
the committee. Commissioner George V. S. Williams has
resigned to take effect on Jan. 31, and the term of office
of J. Sergeant Cram expires on Feb. 1, so there is no
other member of the old commission left to investigate.

Mr. Wood was appointed by Governor Martin H. Glynn
in May, 1914. Mr. Wood is forty-five years old. He was
graduated from Harvard University. After leaving Har-
vard Mr. Wood engaged in the banking and brokerage busi-
ness with J. Craig Havemeyer.

98

ELECTRIC RAILWAY JOURNAL [VOL. XLVII, No. 2

PASADENA CONSIDERS MONO-RAIL LINE

The general transportation committee of fifty members
which is considering- the transportation problems of Pasa-
dena, Cal., met on Dec. 17 to receive the report of a sub-
committee on the mono-rail plan for improving interurban
service between Pasadena and Los Angeles. The sub-com-
mittee announced, according to press reports, that the mono-
rail line could be built for $150,000 per mile, or $1,500,000
for the entire line, exclusive of right-of-way, and that a
twelve-minute running time between Pasadena and Los An-
geles could be maintained. Twenty cars with a capacity of
sixty-eight passengers each, to cost $5,200 apiece, would be
sufficient to afford five-minute service between the terminals.
The committee thought that the cost of operation would be
so low that a 5-cent fare would be feasible. Owing to the in-
terest in the question the mono-rail sub-committee of five
members was increased by the appointment of six additional
members, and Jan. 15 was set as the date of the next meet-
ing for considering the question. It is proposed to install
the system of the National Suspended Mono-Rail Company.

In addition to the report of the mono-rail committee, re-
ports on improving the present Pacific Electric Railway ser-
vice and on the possibility of auto-bus service were present-
ed. Paul Shoup, who represented the Pacific Electric Rail-
way, read a paper which explained in detail the possibilities
of changes on this system. He spoke of the possibility of
elevating that part of the system in Los Angeles between
Aliso Street and the Main Street de-pot, and of grade sepa-
ration where the lines cross the Southern Pacific Railroad.
With these changes completed he thought a twenty-three-
minute running time would be possible.

HYDRO-RADIAL RAILWAY APPROVED AT POLLS

The ratepayers of Toronto, Ont., carried the hydro-electric
radial by-law on Jan. 1 by a majority of more than 15,000.
Sir Adam Beck stated that if the other municipalities
endorsed the scheme as had Toronto and London the Hydro-
Electric Power Commission of Ontario would go ahead with
the preliminary work. The only expenditure necessary for
the present will be for completing surveys, preparing plans,
drawing up definite estimates, etc. The commencement of
construction will depend upon the duration of the war.

One effect of the Toronto vote will be the resumption of
negotiations with the Mackenzie interests for the purchase
of the Metropolitan division of the Toronto & York Radial
Railway. Sir Adam told the people of North Toronto on
Dec. 28 that he would consider approval of the by-law a
mandate to open the way for the purchase of this railway
by the city. The engineers of the Hydro commission and
the Metropolitan company will now attempt to reach an
agreement as to the actual value of the road. This will
form the purchase basis, since Sir William Mackenzie has
offered to sell at cost plus 10 per cent.

The vote in London was small, 2763 voting for and 2087
against. A by-law to expend $100,000 on terminal connec-
tions for the newly electrified London & Port Stanley Rail-
way was carried. The ratepayers in Berlin gave the
suprisingly large majority of 665 in favor of the by-law
despite the small vote polled. The vote in Guelph was 932
for ana 30i' against. The by-law was carried by a large
majority in Mimico. The vote in New Toronto was 175 for
and sixteen against the by-law. It was expected that with
the results of these places before them the ratepayers
in the remaining municipalities betwen Toronto and London
would on Jan. 3 endorse the project.

The attempt made by means of injunction proceedings to
prevent the submission of the hydro-radial by-law to the
people of Toronto on Jan. 1 failed on Dec. 29 when Justice
Latchford ruled that irremediable damage would not be
done to anybody by the taking of the vote on the by-law.
In his summing up, the justice said it was evident the by-
law applied to the whole city. He did not think that any
elector would be misled. Besides, the petitioner had the
right to move to quash the by-law if it carried.

The second injunction application against the by-law,
that in which the township of Etobicoke was respondent,
was allowed. In this case, because cf some confusion in
certain by-laws whereby property in North Toronto was
described as assessable in Etobicoke, the injunction to re-

strain the latter township from submitting the by-law to
the ratepayers was granted by Justice Latchford. It was
practically a printer's error which brought this remarkable
situation about, as one schedule of the by-laws of Etobi-
coke and New Toronto was transposed. The judgment does
not preclude the matter being put 1 efore the electors of
Etobicoke at a future date.

CONSTRUCTION OF CLEVELAND BRIDGE
APPROACHES DELAYED

Although it had been decided at committee meetings to
put through the City Council of Cleveland, Ohio, at its
meeting on Dec. 27 an ordinance authorizing the then pres-
ent director of public service to enter into an agreement
with the Cuyahoga County Commissioners for the construc-
tion of subway approaches to the new high-level bridge
across the Cuyahoga River, the measure was held up be-
cause of fear of protests from the people. Public meetings
will now be held at which the subject will be discussed. The
first of these meetings was slated for the evening of Dec.
30. The commissioners are ready to proceed with the con-
struction of the approaches. Further consideration of the
subject will delay the work. An attempt will be made to
have the ordinance ready for a vote at the next meeting.
Unless an emergency clause is attached, however, a refer-
endum vote may be called on it.

CLOSE OF PAN-AMERICAN SCIENTIFIC CONGRESS

The second Pan-American Scientific Congress came to an
end in Washington, Jan. 8, after sessions which have lasted
two weeks and which were participated in by delegates of-
ficially sent to Washington by the governments of twenty
American republics in addition to those of the United
States. The first congress was held in Santiago, Chile, in
1908, and the second one was held in Washington because
of the changed conditions brought about by the war in Eu-
rope and the desire thus caused for closer co-operation be-
tween the American republics which was given its first offi-
cial impetus at the Pan-American Financial Conference
held in Washington last May.

While many of the newspapers of the country in their re-
ports of the proceedings of the second Pan-American Scien-
tific Congress have paid principal attention to the political
aspect of the congress, many questions of scientific interest
were taken up by the delegates to the congress, in engineer-
ing, electrical, metallurgical, chemical and transportation
fields.

Conversion of Canadian Line Completed. — Operation by
electricity has been begun by the Schomberg & Aurora
Railway on its line extending from near Bond Lake, Ont.,
to Schomberg, 14.4 miles, hitherto operated by steam.

Freight Line Proposed as Adjunct to Cincinnati Rapid
Transit Belt. — Charles R. Hebble, industrial manager of
the Cincinnati Chamber of Commerce, has suggested that
the Rapid Transit Commission consider the construction of
a belt line for railroad freight in connection with the pas-
senger entrance for interurban cars.

Mysterious Disappearance. — It was reported in the daily
papers early in the week ended Jan. 8 that W. R. W. Griffin,
who resided at East Liverpool, Ohio, as receiver of the Tri-
State Railway & Electric Company, had mysteriously dis-
appeared from one of the steamers of the New England
Steamship Company during the trip to Fall River on the
night of Jan. 1. Up to the day of going to press no further
light had been thrown on the apparent mystery.

Fort Smith Bridge Contract Signed. — The Fort Smith
Light & Traction Company, Fort Smith, Ark., and the
Board of Bridge Commissioners have entered into an agree-
ment covering the use of the bridge across the Arkansas
River between Fort Smith and Van Buren, by the com-
pany's cars. The contract is subject to ratification by the
voters at an election to be held on Feb. 8. Cars are being
operated across the bridge under an interim agreement.

Discussion of Detroit Extensions on Jan. 18.— The Street
Railway Commission of Detroit, Mich., will meet represent-
atives of the Detroit United Railway on Jan. 18 to discuss
the matter of extensions and rerouteing of a number of ex-
isting lines. Following this meeting the commission will

January 8, 1916]

ELECTRIC RAILWAY JOURNAL

99

make recommendations to the Common Council covering the
betterments to the traffic situation upon which its members
agree. The commission has elected James Wilkie as chair-
man for the coming year.

Bay State Street Railway Carhouse Burned. — The Bass
Avenue carhouse of the Bay State Street Railway, at
Gloucester, Mass., was burned on the night of Jan. 4. Three
horses, ten single-truck open cars and other equipment are
reported as destroyed. The first horse car ever run on
Cape Ann was among the cars burned. The carhouse was a
wooden structure, and according to C. F. Bancroft, superin-
tendent of motive power and machinery, will not be rebuilt.
A rough estimate of the loss is $50,000.

Curtailing the Philadelphia Loan. — According to the Phil-
adelphia Ledger of Jan. 6, it was decided in a conference be-
tween the Mayor and other officers of the city on Jan. 5 to
prepare a new and smaller loan bill to replace the $95,000,-
000 bill which was killed some time ago. The new loan bill
will not appear in Councils until after Feb. 1. It is not be-
lieved that it will provide for any but the Broad Street sub-
way and Frankford elevated parts of the Taylor rapid tran-
sit plans. Other portions of the plans are to be "considered
later." The resignation of A. Merritt Taylor as director of
city transit is referred to elsewhere in this issue.

Boston Elevated Vice-Presidents Receive Equal Rank. —
By vote of the board of directors of the Boston (Mass.)
Elevated Railway, the offices of the vice-president and
second vice-president were abolished on Jan. 1, and one
or more vice-presidents were authorized. Charles S. Ser-
geant, who has held the title of vice-president for some
years, has been named as vice-president in charge of the
bureau of elevated and subway construction, and Matthew
C. Brush, formerly second vice-president, has been elected
vice-president in charge of the bureau of transportation.
In general, the duties of each official remain the same, but
by the change both are established on the same executive
plane, and the directors' vote makes the executive organ-
ization more flexible.

Southwest Missouri Annual Dinner. — The annual dinner
of the employees of the Southwest Missouri Railroad, held
recently at the club rooms of the employees' organization
at Webb City, was addressed by J. R. Harrigan, general
manager of the Kansas City, Clay County & St. Joseph
Railway, who told of his experiences while handling elec-
tric lines in other places, notably Eau Clair, Wis., and Des
Moines, Iowa. The men were particularly interested in
his methods of overcoming operating obstacles in Wis-
consin, and in the outcome of a delicate and serious labor
situation in Des Moines. F. J. Munagle, editor of the
Electric Railway Trainman, Kansas City, spoke on the ad-
vantages of social and efficiency organizations among the
trainmen. Allen McReynolds, an attorney of Carthage, pre-
sided.

Cincinnati Traction Company Settles Claim of City. —

On Dec. 30 attorneys for the Cincinnati (Ohio) Traction
Company consented in Common Pleas Court to a judgment
in favor of the city of Cincinnati for $12,500, which repre-
sents 6 per cent of a balance of 2 cents on each fare col-
lected on the Millcreek Valley route between Jan. 1, 1911,
and June 1, 1915. The company receives only 3 cents of
each 5-cent fare on lines operated over its track which are
not the property of the Cincinnati Traction Company. It
had claimed that its contract with the city calls for 6 per
cent on its gross receipts and not on this balance of 2
cents on each fare which it does not receive. It seems that
a suit carried up some time ago indicates that the company
must pay on this portion of the fare, however, and the com-
pany decided not to carry the litigation further.

Chicago Again Studies Electrification. — At a recent meet-
ing of the railway terminals committee of the City Council
of Chicago, 111., the Railway Terminals Commission, com-
posed of members of the Council and outside experts, was
directed to make another report on the electrification of the
steam railroads within the corporate limits of the city. In
connection with this investigation, the recent report of the
smoke abatement and terminal electrification committee of
the Chicago Association of Commerce was also referred to
the commission for study and report. At this meeting
Charles L. Dering, past-president of the Chicago Association
of Commerce; Harry A. Wheeler and Harrison B. Riiey,

members of the smoke abatement committee, urged the co-
operation of the city to bring about a gradual abatement of
the smoke nuisance.

Clay County Road Increases Wages. — J. R. Harrigan,
general manager of the Kansas City, Clay County & St.
Joseph Railway, simultaneously with the distribution of
the usual Christmas gifts to employees, announced a spe-
cial gift in the form of an increase of wages to trainmen,
effective on Jan. 1. Heretofore the schedule has been 25
cents an hour for the first six months, 26 cents the second
six months, and 27 cents thereafter. The new scale is 26
cents the first six months, 26 M> cents the second six months,
27 cents the second year, 28 cents the third year, 28V2
cents thereafter. Mr. Harrigan announced that the fine and
loyal spirit displayed by the trainmen and their response
to the suggestions and plans of the company for improv-
ing service and preventing delays and accidents were im-
portant factors in making the advance possible. The en-
tire personnel of the road received this Christmas, as pre-
viously, baskets containing Christmas dinners.

New Michigan Railway Operating Organization. — J. F.
Collins, vice-president and general manager of the Michi-
gan Railway, Jackson, Mich., following the consummation
of the leases whereby this company took over the operation
of some 550 miles of electric road in Michigan, announced
its new operating organization. The new appointments be-
came effective on Jan. 1. They include the following: C. E.
Morgan, general superintendent; F. W. Brown, traffic man-
ager; G. B. Hunt, general passenger and freight agent;
J. H. Weldon, chief of the tariff bureau; H. D. Sanderson,
chief engineer; R. C. Taylor, superintendent of equipment;
G. B. Ross, purchasing agent; F. W. Haak, electrical super-
intendent; F. M. Farley, general roadmaster; A. J. Bray,
auditor; F. N. Aldrich, auditor of disbursements; J. W.
Slater, auditor of receipts; O. H. Degener, auditor of freight
accounts and car accountant; H. D. Swayze, general super-
intendent and traffic manager, Kalamazoo, Lake Shore &
Chicago Railway; C. A. Floyd, superintendent Northwestern
and Western divisions; C. H. Smith, superintendent North-
eastern division; A. E. Green, superintendent Kalamazoo
city lines; C. L. McMahan, superintendent Battle Creek city
lines; D. McLaughlin, superintendent Jackson city lines;
W. E. Maloy, superintendent Lansing city lines, and J. A.
Rosenberger, superintendent Owosso and Corunna city lines.

Status of Rapid Transit Contracts in New York. — The
Public Service Commission for the First District of New
York expects to complete the award of construction con-
tracts on city-owned lines of the dual system during the
coming year. At the present time contracts have been
awarded for seventy-two out of eighty-nine contract sections
into which the work is divided, leaving only seventeen yet
to be advertised. The commission also announces that the
third tracks on the elevated lines in Manhattan and The
Bronx will be opened for traffic early in the new year. It
also plans to place in operation during the year the new
White Plains Road extension of the Lenox Avenue branch
of the existing subway, the new elevated railroads in
Queens Borough leading to Astoria and Corona, with con-
nections to Manhattan by the Second Avenue elevated rail-
road, and the Queensboro Subway (Steinway Tunnel). This
winter the new rapid transit work will reach high water
mark. On Dec. 1 the commission had completed or under
contract construction work on the new lines to be owned
by the city of New York aggregating $167,606,989. In
addition, the Interborough Rapid Transit Company and the
New York Municipal Railway Corporation, the two operat-
ing companies which entered into the dual system agree-
ments with the city, had under way or completed con-
struction work on third tracking and extensions of exist-
ing elevated railroads aggregating about $26,000,000, mak-
ing the total contracts to date upwards of $193,000,000.

PROGRAM OF ASSOCIATION MEETING

Western Society of Engineers

The forty-sixth annual meeting and dinner of the Western
Society of Engineers will be held at the Hotel Sherman,
Chicago, 111., on Wednesday evening, Jan. 12, at 6.30 o'clock.
The principal speaker will be Samuel Insull, president of
the Commonwealth Edison Company, Chicago.

100

ELECTRIC RAILWAY JOURNAL

[Vol. XL VII, No. 2

Financial and Corporate

ANNUAL REPORT

FORECAST FOR 1916
Mr. Moody Thinks Country Is Entering Larger Sphere of
Activity — Does Not Anticipate Tight Money and
Scarcity of Investment Capital After War

According to the well-known financial writer, John Moody,
the year 1915 has shown a steady strengthening of the fun-
damental position of United States business, and, quite
regardless of the final outcome of the European conflict, the
United States is' entering a distinctly new and vastly larger
sphere in its relations with the civilized world. How far
this tendency will go forward depends to large extent, of
course, on the length of the war. A prompt ending of the
war would naturally make a change in this prediction, but
every indication worth while points to a continuance of the
conflict for at least a year to come.

In Mr. Moody's opinion, it is perhaps hazardous to make
predictions, except in a broad way, as to what will actually
occur after the war is over. Yet, while there is no doubt a
great deal of truth in the contention that certain lines of
enterprise will suffer, those who anticipate tight money and
a scarcity of investment capital in this country after the
war will be fooled. Mr. Moody believes, as he did a year
ago, that the demand for capital will not increase (in the
aggregate) in Europe after the war, but will decline abso-
lutely far more than will the supply. For this reason inter-
est rates will more likely fall to a low level and remain
there for a long time than rise or even hold at the relatively
high levels existing during the actual hostilities while the
governments are floating their big loans.

Barring the special demand for certain types of com-
modities brought about by the disturbed commercial
relations existing during the war, there will be a downward
movement in world commodity prices for some time after
hostilities are over. The "cost of living," which has been
steadily rising the world over for a decade or more, is sure
to decline sharply. Falling prices for goods mean in-
creased purchasing power for bond incomes, and therefore
bond values will tend to rise. The very decrease in per
capita consumption, Mr. Moody asserts, will sharply reduce
all demand for new capital and thus cause interest rates to
fall. With money cheap it pays better to buy bonds than
to loan money, and this buying will tend to maintain and
raise bond prices. Furthermore, with a good and sustained
market for long-term, low interest-bearing bonds, corpora-
tions will cease the issue of high interest-bearing con-
vertibles, debentures or notes. The elimination of these will
still further widen the markets for permanent issues, and
also open the markets more freely for first-class, dividend-
paying stocks.

BOND MARKET WIDE OPEN

The outlook for the bond market at the beginning of 1916
is far more cheering than it was at this time last year. The
public is now buying bonds in a fashion that proves confi-
dence to be the watchword. In fact, for the first time in
years the bond market has far outdistanced the stock market
in activity and breadth, and buyers are found in every
quarter and of every character. It is, of course, the period
when buying is particularly high on account of the invest-
ment of interest and profits now secured, but the improve-
ment has been too sustained and too voluminous for other
basic reasons not to be involved. The stimulus of foreign
business, the reaction from the reverses of last year, the
improved commercial and industrial situation all play their
part in the present investment activity. In the face of such
conditions, it seems certain that public utilities, offering as
they do in most happy combination the various advantages
that are sought by investors, are proving and will continue
even more so to prove attractive investment propositions.
Consequently public utility financing through long-term
obligations rather than through short-term securities is
quite likely to be in greater evidence from now on.

Kentucky Securities Corporation

The combined comparative statement of income, profit
and loss of the Kentucky Traction & Terminal Company
and the Lexington Utilities Company (the operating com-
panies owned by the Kentucky Securities Corporation), ex-
clusive of inter-company charges, for the years ended
June 30, 1914 and 1915, follows:

1915 1914

Operating revenue $811,628 $782,271

Operating expenses 432,402 412,509

Operating income $379,226 $369,762

Miscellaneous income 28,288 32,022

Gross income $407,514 $401,784

Fixed charges, etc 237,230 245,184

Surplus for dividends, etc $170,284 $156,600

While the railway gross earnings during the last fiscal
year reflected the marked slowing down of business in all
communities served, the number of passengers carried did
not decrease sufficiently to allow the company to reduce the
service. The present indications, however, are that the rail-
way department receipts should show gains upon business
conditions becoming normal. The appropriations for main-
tenance on the railway lines were equivalent to 16.7 per
cent of the gross earnings, in comparison with 15.6 per cent
in 1914. There has been an unusually large amount of
repaving in the city of Lexington, and the city main lines
have been for the most part entirely rebuilt.

During the year there was no change in the main line
mileage of the system, which consists of 24.2 miles of
city track and 71.3 miles of interurban track. The com-
panies, however, spent $67,519 on additions and better-
ments. These expenditures were in accordance with the
construction program as planned early in the year, and no
new work was either delayed or deferred. The large sums
spent in the preceding three years placed the entire prop-
erty in such physical condition, that in 1915, and in the
future, the capital outlays were and can be restricted to
merely providing for the normal growth of the business, or
any further extensions of service desired.

In its annual report the management calls attention to
the fact that since the formation of the company the finan-
cial policy has been to raise capital only by means of the
sale of stock or of long-term bonds, and, by adhering to
this policy, the properties have not been embarassed by
early maturities and the difficulties of refunding at a time
of unsettled financial conditions. There has been a material
increase in the local Kentucky investment in the properties,
and the management is much gratified that local capital is
looking with increasing favor on their securities.

CURRENT KEY ROUTE REVENUES
President Weeks Shows Relationship of Exposition Business
and Jitney Competition to Recent Reduction in
Shop Working Time

G. K. Weeks, president San Francisco-Oakland Terminal
Railways, Oakland, Cal., in reply to inquiries regarding the
recent reduction in working time at the shops of the com-
pany, has issued a statement showing that the passenger
revenue on the Key division for the eleven months ended
Nov. 30, 1915, amounted to $1,374,860, as compared to
$1,121,013 for the same period in 1914. This increase of
$253,946.69 is attributed almost entirely to Exposition busi-
ness. The "direct ferry" contributed $169,688, and the dates
of increase in the Market Street service indicate that the
Exposition was responsible for this gain also.

As compared with this increase of the Key division, the
passenger receipts of the traction division for the eleven
months of 1915 amounted to $2,606,210, a loss of $256,793
from the returns of the same period in 1914. This appears
to be caused entirely by jitney competition. In fact the
traction lines which were free from jitney competition
showed a substantial gain as compared with 1914, indicating
that the loss from the jitneys was really greater than the
net loss in traction division revenue shown.

Continuing, Mr. Weeks says:

"What happened this year was that we used the extra

January 8, 1916]

ELECTRIC RAILWAY JOURNAL

101

revenue from Exposition travel in maintaining our opera-
tions on a normal basis. Every dollar that we received was
spent on the property. It does not require an expert to
figure that with the Exposition business at an end, if the
traction division earnings for 1916 continue at the low ebb
shown for 1915, we shall have $245,000 less to spend next
year than was spent during 1915. This is what has made
necessary a reduction of time in the shops, much to our
regret.

"We had prepared complete plans and specifications for a
new type of low-step, center-entrance car designed primarily
for Key division service on Twelfth Street, as well as for a
new type of modern P. A. Y. E. traction division car
designed specially for operation in the East Bay cities. It
has been the desire of the directors to begin the construc-
tion of these cars in our own shops, where we have suffficient
facilities to permit the building of three cars at a time, thus
materially increasing our force and joining in the movement
to encourage home industry. But we have been forced to
decrease rather than increase expenditures at our shops until
such time as the receipts of our traction division are restored
to a normal level.

"On Dec. 12, 1914, we had 211 men in our shop force,
which was increased to 255 by Jan. 16. We have now reduced
this to 173 men and have been forced to cut 4V£ hours a week
off the working time. Our track force on Dec. 12, 1914,
stood at 319 men, and it was built up to 353 men on Jan. 16,
1915. We have now reduced this force from 299 men on
Dec. 12 to 199 men."

COMMISSION APPROVES KANSAS CITY PLAN
Plan of Reorganization for Kansas City Railway & Light
Company, as Outlined by Judge Hook, Is Accepted
and Commended

The Missouri Public Service Commission on Dec. 29 ap-
proved the new franchise ordinance in Kansas City, Mo.,
and the plans for the reorganization of the Kansas City
Railway & Light Company. The commission fixed the val-
uation of the railway property as of May 31, 1913, at a total
amount of $28,000,000. The necessity for the issuance of
certificates to cover $3,500,000 for making immediate physi-
cal additions to the property and paying off outstanding
judgments also was considered by the commission, which in-
timates that it will consent to a supplementary issue of cer-
tificates to meet these requirements.

By the decree the electric light company is effectually
separated from the railway company and henceforth they
will be separate corporations. The heating company, which
has been a part of the street railway and electric light prop-
erties, is combined with the lighting company. The fair
value and the amount of capitalization for the new heating
and lighting corporation will be determined in a supplemen-
tal order.

The commission is a unit that the franchise is a public
benefit, and one demanded for public convenience. Not a
single word or provision is criticised. Instead, the plan of
reorganization as outlined by Judge Hook is especially ap-
proved and commended. On this point the commission says:

"The franchise ordinance and plan of reorganization evi-
dence great labor and apparently mutual concessions. The
numerous documents presented to the commission plainly
show that constant publicity and free discussion marked
these proceedings step by step. The unification of the en-
tire street railway system, the proposal to reduce the capi-
tal stock, the separation of the railway and light properties
and the discarding of a holding company, all appeal to the
commission as most commendable features of this reorgan-
ization."

Referring to the obstructive tactics of certain persons to
destroy the franchise, the commission says:

"There is no ground whatever to justify the commission
in seeking to give effect to the sentiments or desires of
those who now oppose the granting of the certificate."

Frank Hagerman, attorney for the receivers of the street
railway, has issued the following statement:

"The opinion of the commission sustains every contention
of the receivers and the city. It unconditionally declares
that it cannot modify or change the franchise, absolutely
approves Judge Hook's plans of reorganization, grants the

certificate of necessity, orders the light and street railway
properties separated and a new light company formed, and
says that the value is ample to warrant the issue now of
$28,000,000 in bonds and stock, plus $3,500,000 hereafter.

"Under Judge Hook's plans, this is sufficient to cover all
bonds and leave a substantial surplus for stock, which goes
to trustees and is entitled to earn all the franchise permits.
The amount of this stock is in fact immaterial, because un-
der the plan the stockholders get no stock, but only benefi-
cial certificates without par value, giving them their propor-
tionate part of the earnings. It remains for Judge Hook
only to set a date for final hearing and enter a decree selling
the property."

American Railways, Philadelphia, Pa. — As a result of
the acquisition of control of the American Railways by the
United Properties Company, Van Horn Ely, John Gribbel,
Henry P. Scott, John J. Henderson, Alexander C. Robinson
and Thomas W. Wilson, representing the new control, have
been elected to the American Railways board. Other mem-
bers, who remain on the board, are J. J. Sullivan, E. Clarence
Miller and Charles R. Miller. Previous items describing the
amalgamation of the National Properties Company and the
American Railways were published in the Electric Rail-
way Journal of Nov. 6 and 27.

Arkansas Valley Railway, Light & Power Company, Pue-
blo, Col. — The Arkansas Valley Railway, Light & Power
Company has sold to H. M. Byllesby & Company $450,000 of
6 per cent notes, dated Jan. 3, 1916, and due on July 1, 1919.
The notes will be offered at 98y2, yielding 6.5 per cent. In
addition to these notes the company recently sold $240,000
of 7 per cerit cumulative preferred stock. Proceeds of the
new securities will retire all the floating indebtedness of the
company and provide funds for extensions and additions to
the generating and transmitting equipment of the company.

Cincinnati, Daytcn & Toledo Traction Company, Hamil-
ton, Ohio. — It is reported that five accepted verdicts aggre-
gating more than $16,000 were recently returned by Judge
Cushing's jury in the Common Pleas Court against the
Cincinnati, Dayton & Toledo Traction Company and in
favor of the owners of debenture bonds issued by the Day-
ton Traction Company in March, 1898. The bonds (total
issue $50,000) matured on March 1, 1913. The owners of
the bonds claimed that the Cincinnati, Dayton & Toledo
Traction Company had assumed them and was responsible
for their payment. Payment was refused, however, and
suits were filed by five of the bondholders. A previous
reference to a similar settlement was published in the
Electric Railway Journal of Aug. 14, 1915.

Cities Service Company, New York, N. Y. — At a meet-
ing of the directors of the Cities Service Company, George
A. Archer, president Commercial National Bank, Columbus,
Ohio, was elected a director to fill a vacancy.

Duluth-Superior Traction Company, Duluth, Minn. — The
Duluth-Superior Traction Company has passed the semi-
annual dividend of 1 per cent on its common stock, due
on Jan. 1. The company paid quarterly dividends of 1 per
cent on this stock up to April 1, 1915, when the quarterly
dividend was pas~ed, and a semi-annual dividend of 1 per
cent payable on July 1 was declared. In a statement re-
garding the passing of the common dividend the directors
say that the company has not yet recovered from the effects
of the strike in 1912, and also that the earnings in the
current year have fallen off because of business depression
and jitney competition. Business conditions have now
greatly improved, however, and earnings are now showing
an increase. Ordinances have been passed regulating the
jitneys, and it is believed that when these ordinance?, now
held up by court proceedings, are declared valid, the jitney
competition will come to an end.

Forest Grove (Ore.) Transportation Company. — Interests
controlling the Forest Grove Transportation Company, a
2.7-mile line connecting Forest Grove and South Forest
Grove with the Southern Pacific depot, have sold their
stock, and the company has now gone out of business. No
receiver was appointed.

Fresno (Cal ) Interurban Railway. — The California Rail-
road Commission on Dec. 31 authorized the Fresno Inter-
urban Railway to issue 2125 shares of common stock of a

102

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 2

total par value of $212,500 in lieu of a like amount of
stock authorized on Nov. 23, 1914; also $350,000 of first
mortgage 6 per cent twenty-five-year bonds in lieu of a
like amount previously authorized, and certificates of in-
debtedness for $350,000.

Interborough Rapid Transit Company, New York, N. Y. —
Guy E. Tripp, A. D. Juilliard and A. J. Hemphill have
been elected directors of the Interborough Rapid Transit
Company and the Interborough Consolidated Corporation.
Two of these filled vacancies caused by the deaths of E. R.
Bacon and Andrew Freedman.

Kansas City, Clay County & St. Joseph Railway, Kansas
City, Mo. — Motion for the dismissal of the receivers of
Kansas City, Clay County & St. Joseph Railway was made
in Judge Bird's division of the Circuit Court by Frank
Hagerman on Dec. 24. I. D. Hook and J. G. L. Harvey
were appointed on July 14, after the Interstate Railway
had obtained a verdict of $1,500 000 damages for the taking
of right-of-way on which it held options. The motion sets
forth that the receivers must be dismissed since appeal
bond has been perfected in the Supreme Court.

Newport News & Hampton Railway, Gas & Electric Com-
pany, Hampton, Va. — Brown Brothers & Company, New
York, and Alexander Brown & Sons, Baltimore, are offering
at 91 and interest, to yield 5.65 per cent, $2,000,000 of first
and refunding mortgage 5 per cent gold bonds of the New-
port News & Hampton Railway, Gas & Electric Company,
dated Feb. 2, 1914, and due on Jan. 1, 1944. These bonds,
which are part of an authorized issue of $7,500 000, are
redeemable as a whole or in part at 105 and interest on
any interest day. The company was formed in 1914 by a
consolidation of all the street and interurban railway, gas
and electric companies in and around Newport News, Hamp-
ton, Phoebus and Fortress Monroe, and the bonds are
substantially a first and only mortgage on the gas prop-
erties and on the principal street railways and the electric
light and power system in Newport News. They are a
general mortgage on the remaining electric railway and
lighting properties. It is said that as a result of improve-
ments and increased business, the gross earnings have
increased more than 20 per cent and net 47 per cent in the
last three years.

New York (N. Y.) Railways.— The New York Stock Ex-
change has listed $1,772,000 of additional first real estate
and refunding mortgage thirty-year 4 per cent bonds of
the New York Railways, due in 1942, with authority to
add $228,000 of this issue on official notice of exchange for
outstanding fractional scrip. The company ha" purchased
to date at $350 per share 5075 shares of an outstanding
issue of 6000 shares of the Twenty-third Street Railway
and issued therefor these $1,772,000 of bonds and $4,250
face value of fractional scrip. This stock has been de-
posited with the mortgage trustee.

Nova Scotia Tramways & Power Company, Halifax, N. S.

— The Board of Public Utilities of Nova Scotia recently
denied the application of the Nova Scotia Tramways &
Power Company to increase its capital stock from $6,000,-
000 to $10,000,000 on the ground that no organization had
been effected, and it was therefore impossible to secure a
vote of shareholders authorizing the increase, as required
by the charter. The increase was desired to finance the ac-
quirement of the Halifax Electric Tramway, Ltd., and other
properties, as stated in the Electric Railway Journal
of Aug. 14, 1915.

Oakland, Antioch & Eastern Railway, Oakland, Cal. —

The California Railroad Commission has issued an order
revoking its previous order by which the Oakland, Antioch
& Eastern Railway was authorized to issue notes to cer-
tain stockholders who have made advances amounting to
$90,911. The previous order was mentioned in the
Electric Railway Journal of Jan. 1. It is reported that
the directors of the company have unanimously agreed that
the plan of refinancing, first approved by security holders
and later authorized by the commission, should be carried
out. This plan was described in the issue of Dec. 4. How-
ard Smith and three other holders of first mortgage bonds
are said to have filed a complaint in a foreclosure suit and
asked for a receiver. This action is said to be unfortunate
and ill-advised on account of the progress of the reorgani-

zation plan and the recent increased earnings shown by the
system.

Philadelphia Company, Pittsburgh, Pa. — The stockholders
of the Philadelphia Company on Dec. 28 voted to increase
the capital stock from $69,433,400 to $71,933,400, the new
stock all to be common. The proposal of this increase, th*2
purpose of which is to provide funds for paying off floating
indebtedness, was noted in Electric Railway Journal of
Nov. 6.

San Francisco-Oakland Terminal Railways, Oakland, Cal.

— The San Francisco-Oakland Terminal Railways has com-
pleted, within the six months' grace after maturity, the pay-
ment of all coupons of the bonds of its constituent compa-
nies falling due last July. The banks which then offered to
purchase the coupons from the holders have been paid their
advances in full. The same thirteen banks have again of-
fered to purchase the coupons due in January, 1916, and the
company will repay the banks from time to time from earn-
ings for the purchased coupons.

Sunbury & Susquehanna Railway, Sunbury, Pa. — Judge
Cummings on Jan. 5 filed an order for foreclosure sale of
the property of the Sunbury & Susquehanna Railway by
Frederick J. Byrod and Charles H. Grant, receivers. The
line runs from Selinsgrove to Northumberland, a distance
of 8 miles. A previous reference to an attempted fore-
closure sale was published in the Electric Railway
Journal of Jan. 2, 1915. The receivers were appointed
in 1913.

United Railroads of San Francisco, San Francisco, Cal. —

An ordinance authorizing an offer to be made by the city of-
ficials to the United Railroads of San Francisco for the com-
pany's Sloat Boulevard. Twentieth Avenue and Parkside
lines was recently approved by the public utilities commit-
tee of the Board of Supervisors, and will now go to the
board. These lines would be connected with the railway
which the city is to construct through Twin Peaks tunnel.
The committee estimates that the city will have to pay
about $500,000 for these lines.

United Railways & Electric Company, Baltimore, Md. —
It is reported that H. Crawford Black has resigned as a
director of the United Railways & Electric Company.

Winnipeg (Man.) Electric Railway. — William P. Bon-
bright & Company, New York, are offering at 100 and
interest $750,000 of Winnipeg Electric Railway 6 per cent
gold notes, dated Jan. 15, 1916, and due on Jan. 15, 1918.
These notes are the direct obligation of the Winnipeg Elec-
tric Railway and are specifically secured by pledge and
deposit with the Central Trust Company, New York, as
trustee, of approximately $970,000 of 4% per cent per-
petual consolidated debenture stock secured by trust deed
creating a mortgage on all property of the company, subject
only to $5,000,000 of underlying bonds.

DIVIDENDS DECLARED

Bay State Street Railway, Boston, Mass., 3 per cent, first
preferred.

Boston Suburban Electric Companies, Newtonville, Mass.,
quarterly, $1, preferred.

Citizens' Traction Company, Oil City, Pa., quarterly, IV2
per cent, preferred.

Dayton & Troy Electric Railway, Dayton, Ohio, quarterly,
1M per cent, preferred; 1% per cent, common.

Green & Coates Streets Passenger Railway, Philadelphia,
Pa., quarterly, $1.50.

Holyoke (Mass.) Street Railway, 3 per cent.

Iowa Railway & Light Company, Cedar Rapids, Iowa,
quarterly, 1% per cent, preferred.

Manchester Traction, Light & Power Company, Man-
chester, N. H., quarterly, 2 per cent.

Ottawa (Ont.) Traction Company, Ltd., quarterly, 1 per
cent; bonus, 1 per cent.

Ottumwa Railway & Light Company, Ottumwa, Iowa,
quarterly, 1% per cent, preferred.

Rome Railway & Electric Company, Rome, Ga., quarterly,
1 per cent.

Thirteenth & Fifteenth Streets Passenger Railway, Phila-
delphia, Pa., $6.

Western New York & Pennsylvania Traction Company,
Olean, N. Y., 3 per cent, first preferred.

January 8, 1916]

ELECTRIC RAILWAY JOURNAL

103

ELECTRIC RAILWAY MONTHLY EARNINGS

BANGOR RAILWAY & ELECTRIC COMPANY, BANGOR, ME.

Operating Operating Operating Fixed Net

Period Revenues Expenses Income Charges Income

lm.,Nov., '15 $65,711 * $ 3 3 , 3 5 3 $32,358 $17,624 $14,734

1 14 64,570 *30,293 34,277 17,484 16,703

12 15 787,035 *395,785 391,250 212,351 178,899

12 14 777,888 *376,192 401,696 209,014 192,682

CHATTANOOGA RAILWAY & LIGHT COMPANY,
CHATTANOOGA, TENN.

lm., Nov., '15 $98,812 *$61,537 $37,275 $29,623 $7,652

1 14 84,896 *55,377 29,519 29,122 397

12 15 1,071,013 '730,036 340,977 357,315 U6.338

12 14 1,096,462 *694,357 402,105 336,185 65,920

CLEVELAND, PAINESVILLE & EASTERN RAILROAD,

WILLOUGHBY, OHIO

lm„ Nov., '15 $31,862 *$15,773 $16,089 $11,096 $4,993

1 14 29.191 *16,447 12,744 10,880 1,864

11 15 373,318 »201,314 172,004 120,938 51,066

11 14 378,612 *202,461 176,151 120,886 55,265

COLUMBUS RAILWAY, POWER & LIGHT COMPANY,
COLUMBUS, OHIO
lm„ Nov., '15 $277,008 *$154,959 $122,049 $41,197 $80,852
1" " '14 261,656 *150,457 111.199 39,170 72.029

12 15 3,091,422 *1, 833,337 1,258,085 475,142 782,943
12 14 3,063,753 *1, 903, 810 1,159,943 470,308 689,635

COMMONWEALTH POWER, RAILWAY & LIGHT COMPANY,
GRAND RAPIDS, MICH,
lm , Nov., '15 $1,323,673 *$674,794 $648,879 $403,980 $244,899

1 14 1,185,319 *613,645 571.674 361,227 210,447

12 15 14,317.036 *7,. 599, 095 6,717,941 4,428,639 2,289.302

12 14 14,097,962 *7, 685, 481 6,412,481 4,185,446 2,227,035

CUMBERLAND COUNTY POWER & LIGHT COMPANY,
PORTLAND, ME.
lm , Nov., '15 $213,206 *$130,OS6 $63,120 $66,163 $16,957

1 14 196,249 *1 21,4 62 74,787 62,385 12,402

12" " '15 2,615.620 *1, 490. 833 1,124,787 789,231 335,556
12 14 2,515,657 •1,448,814 1,066,843 759,912 306,931

EAST ST. LOUTS & SUBURBAN COMPANY,
EAST ST. LOUIS, ILL.

lm Nov, '15 $219,595 *$127,551 $92,044 $62,679 $29,365

1 14 207,713 *1 22,761 84.952 58.401 26.551

12 15 2,442.300 *1,441,179 1,001,121 765.081 236,040

12 14 2,648,458 *1,650,308 998,150 676,854 321,296

FORT WAYNE & NORTHERN INDIANA TRACTION
COMPANY, FORT WAYNE, IND.
lm., Oct., '15 $115,293 $91,448 $23,845 $54,404 t + $30,l 81

1 14 148, S21 S3, 706 63,115 54.381 tS,873

10 15 1,386.303 827 742 558,561 537,909 $24,703

10 14 1,521,493 880,754 640,739 527,581 $116,897

GRAND RAPIDS (MICH.) RAILWAY

lm , Nov., '15 $99,020 *$66,024 $32 996 $14,223 $18,773

1 14 98.208 *6S,834 29.374 13,701 15,673

12 15 1,190.353 *S23 215 367,138 164,874 202.264

12 " " '14 1,283,116 *S37,226 445,890 162,037 283,853

KENTUCKY TRACTTON & TERMINAL COMPANY,
LEXINGTON, KY.

lm , Oct., '15 $73,638 $37,355 $36,283 $20,496 $$16,925

1 14 71.191 37,362 33,829 29,788 $15,404

4 15 306,027 155,378 150,649 81.610 $73 173

4 14 304,561 159,385 145,176 78,888 $72,241

LAKE SHORE ELECTRIC RAILWAY, CLEVELAND, OHIO

lm , Nov., '15 $112,682 *$74,626 $38,056 $35,992 $2 064

1 14 105,143 *70.098 35.045 35.802 f?57

11 15 1.263.332 *821,245 442.087 397,108 44.979

11 14 1,317,848 »816,958 500,890 390,840 110,050

LEWISTON, AUGUSTA & W A TERVTLLE STREET RAILWAY,
LEWISTON, ME.
lm., Nov., '15 $57,229 *$40.667 $16,562 $15,950 $603
1 14 49.437 *37.253 12.184 15,670 f3,4S6

12 15 729,994 *473.1 90 256 804 189.531 67,273

12 " " '14 677,269 *466,270 210,999 186,121 24,878

NASHVILLE RAILWAY & TJ6HT COMPANY, NASHVILLE,

TENN.

lm , Nov., '15 $185,260 *$117.567 $67,693 $42,902 $24,791

1" " '14 184.099 *104.308 79.791 41.899 37.892

12 15 2,136 817 *1, 31 3 008 823 S09 498,720 325,089

12" " '14 2,240,922 *1, 363, 748 877,174 497,631 379,543

NORTHERN OHIO TRACTION & LIGHT COMPANY, AKRON,

OHIO

lm., Nov., 15 $341,974 *$200,063 $141,911 $54,241 $87,670

1 14 286,732 •1 86,008 1 00,724 50,261 50.463

11 15 3.510 934 *2, 155. 045 1 355.889 575.269 780.620

11 14 3,319,704 *2, 040, 013 1,379,691 556,365 723,326

PORTLAND RAILWAY LTGHT POWER COMPANY,
PORTLAND, ORE.
lm Nov, '15 $455,165 •$250,683 $204,482 $182 363 $22,119
1" " '14 494,626 *257 639 236.987 183 066 53,921
12" " "15 5.542 900 *3. 073, 832 2.469.068 2 208.504 260.564

12 14 6,366,154 »3, 284, 272 3,081,882 2,165,187 916,695

VIRGINIA RAILWAY & POWER COMPANY, RICHMOND, VA.
lm.,Oct., '15 $473 072 $218 361 $254,711 $143,304 $$120 709

Traffic and Transportation

i "

4 "
4 "

'1 4 446.704
•15 1.816.C34
•14 1,761,703

21 2.31 S
870 387
846,890

234.389
946.247
914,813

133 732 tl 07 620
572.979 1407.939
543,690 $399,002

•Includes taxes. tDeficit. $Tncludes non-operating income.

NO REDUCTION IN SCHOOL FARES
Massachusetts Commission Enunciates a Policy in Refusing
to Change Present Blue Hill Arrangement

The Massachusetts Public Service Commission has refused
to reduce the fares of school children on the Blue Hill
Street Railway below the statutory half-rate, acting upon
complaint of the Canton School Committee. The decision
enunciates a policy.

On Sept. 22, 1915, the committee asked the board for an
opportunity to present orally a request for a change in the
existing arrangement of fares for school children on the
Blue Hill road. In accordance with this request, a con-
ference was held at Boston on Oct. 5 at which represen-
tatives of the company were present. A petition was pre-
sented from residents of Ponkapoag, in Canton, protesting
against the rate of fare for pupils to and from the Canton
high school and asking that a reduction be ordered.

The finding states that the half-fare rates for school
children on all the street railways in Massachusetts except
the Boston Elevated Railway, are the result of a special
act of the Legislature (Chap. 530, Acts of 1908), which
provides that the rate of fare for school children shall not
exceed one-half the regular fare. The burden so imposed
upon the companies is in the nature of special taxation
and rests upon an authority possessed by the Legislature
but not delegated to the commission, for there is no claim
that it costs appreciably less to transport school children
than other patrons of the railways. The commission could
indirectly reduce the school rates by making such reduc-
tions in the regular rates as might be found reasonable,
but it would seem that it has no authority to require direct
reductions, in the case of school children, below the standard
fixed by the general court.

This complaint grew out of the raised schedule of fares
adopted by the Blue Hill company pursuant to an order of
the board issued on July 31, 1915. Prior to this revision
there were three overlapping fare zones on the main line,
the unit fare being 6 cents. In place of these three zones
the company was allowed to substitute four, the unit fare
remaining 6 cents in the zone from Mattapan to the Blue
Hill reservation and being reduced to 5 cents in the other
three. Before the revision, pupils of the high school resid-
ing in any part of Canton could ride from their homes to
the school for a single half-fare, or 3 cents. Since the
revision, a similar ride, in the case of some of these pupils,
covers a portion of two contiguous zones and requires the
payment of two half-fares, or 5 cents.

This revision of fares was the result of a petition by
the company for an increase in the prevailing unit fare
from 6 to 8 cents. For reasons stated in its opinion in
the case the commission found that, while the company
was entitled to additional revenue, an 8-cent unit fare was
open to objections. The only other method of increasing
revenue was by a change in the system of fare zones, and a
trial of this alternative method was therefore permitted.
The board further says:

"Of course, by making changes in the arrangement of
the fare zones a different basis for the fixing of the par-
ticular rates for school children might be established but
the present arrangement was put into effect only after
careful consideration, and the commission believes that its
success or failure can only be determined fully by actual
trial. For that reason, it fixed a trial period of one year,
at the end of which time the question of modifications can
be taken up in the light of experience gained under the
varying conditions of all the seasons."

Since the adoption of the new zone plan various com-
plaints have been made to the commission by patrons of
the road, the one under consideration being the most impor-
tant. The board does not feel, however, that modifications
should be attempted before the new system has had a full
and fair test In conclusion the finding says:

"It might be added that half -fare rates for school children

104

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 2

are a privilege possessed by the people of Massachusetts
which other States have not as a rule seen fit to impose
by law upon street railways. So far as this commission
has been able to ascertain, the only other State which has
a similar law is Vermont, although municipalities in other
parts of the country have at times made such fares a con-
dition of franchise grants, and companies voluntarily have
put such rates into force."

2,468,970 PASSENGERS HANDLED IN A DAY

Theodore P. Shonts, president of the Interborough Rapid
Transit Company, New York, N. Y., stated on Dec. 29 that
during the holidays of 1915 the company carried the great-
est number of passengers ever transported over the entire
system in one day. The passenger traffic for Dec. 20 was
as follows: Subway division, 1,385,253; Manhattan division,
1,083,717; total, 2,468,970. A statement of the holiday
passengers carried this year compared with the correspond-
ing period for 1914 follows:

Week Ended Week Ended

Dec. 18, 1915 Dec. 19, 1914

Subway division 7,800,828 7,593,295

Manhattan division 6,217,298 6,002,433

14,018,126 13,595,728

Week Ended Week Ended

Dec. 25, 1915 Dec. 26, 1914

Subway division 7,565,314 6,952,403

Manhattan division 6,093,535 5,645,553

13,658,849 12,597,956

Dec. 1 to 27, Dec. 2 to 28,

inclusive, 1915 inclusive, 1914

Subway division 29,806,662 27,918.770

Manhattan division 23,544,611 22,399,672

53,351,273 50,318,442

The company operates 85 miles of track on its subway
division and 118 miles of track on its elevated division.

TWIN CITY LINES TO ITS PATRONS

The Twin City Rapid Transit Company, Minneapolis,
Minn., published in the Bellman for Dec. 25, 1915, over the
signature of A. W. Warnock, general passenger agent,
greetings and a message of good-will to those who ride
on its cars. The ad was in red and black, most artistically
displayed. In it was reiterated the general policy of the
company. It is reproduced in full as a striking illustra-
tion of a forceful statement of a company with an unusual
record of successful achievement over a long period of
years.

"It is the intention of the Twin City Lines to serve the
communities they reach in the best possible way by fur-
nishing first class dependable electric car service at all
times; smooth tracks, clean, comfortable, well-lighted, ven-
tilated and heated cars, manned by civil-spoken, courteous,
considerate employees who shall be watchful of the passen-
ger's safety and comfort first, last and all the time.

"We welcome constructive criticism with an open mind
and endeavor to remedy defects in our service whenever
they are brought to our attention. We do not wish to
impose any arbitrary or unjust regulations upon our patrons,
but, on the other hand, we hope they will recognize that
it is necessary to adopt some rigid rules, but this is always
with the idea of being reasonable and just to both the
company and its passengers.

"Our conductors deal with more persons every day than
the average man encounters in many weeks. In all weathers
and at all hours, they meet every fashion of folk, the well
and the sick, the pleasant and disagreeable, the worst and
the best. Do they fail sometimes? Very probably. They
are only men after all, with their own individual char-
acters. But when they do fail, they have broken the rule,
the reasonable rule for which we stand. If a man is unfit,
sooner or later he is dismissed from our employ. We keep
only the best of them in our service and we want all of
them to be efficient in their duties as well as civil and
courteous in their manners.

"In the same way that the manager of a large store or
hotel does not know how his employees are treating cus-
tomers or guests unless the employees are reported, so it
is with us, although the store or hotel manager has the

great advantage over us in usually having all his employees
beneath one roof and under his own observation.

"When it is considered that we carry an average of
nearly 700,000 passengers every day in the year (a number
equivalent to the population of Minneapolis, St. Paul, Still-
water, and the suburbs of these cities), each passenger
representing a separate business transaction, and that we
operate approximately 1000 cars over 440 miles of track,
each car in charge of two men, and far away from close
supervision, would it not be surprising if all those men
were conducting themselves exactly as we expect them to,
and waiting on each of those 700,000 customers as they
should be waited upon, and as we desire that they should
be served ?

"We prize very highly the good-will of the people of the
Twin Cities, as it is constantly being shown us, and we
wish to assure them, in return, that we will strive harder
than ever during the year to come to merit their friendli-
ness and confidence."

SAN DIEGO FARE INCREASE ALLOWED

In the case involving the San Diego & Southeastern
Railway, San Diego, Cal., the Railroad Commission of Cali-
fornia has ruled that the public itself as well as the public
utilities should bear a share of the burden caused by busi-
ness depression. It was found that in addition to business
depression, this company had suffered largely both in
freight and passenger revenue as a result of the frost of
January, 1913, which reduced the lemon crop and affected
the prosperity of the territory served.

The company operates 75.08 miles of main track in San
Diego County, 61.71 miles by steam and 13.33 by electric-
ity. The electrically operated part of the system does
passenger business almost exclusively, while freight con-
stitutes the larger volume of business on the steam lines.
The company showed that the earnings for the fiscal year
ended June 30, 1915, were $86,287 less than the operating
expenses, and that the increase in rates asked was only
sufficient to bring the revenue up to a figure which would
cover operating expenses and interest on unfunded debt,
without giving any consideration to return upon other
capital invested in the property.

In granting the application of the company the Railroad
Commission authorized an increase in freight ratei which
will amount to approximately $14,000 per annum, while
the passenger rate increase will bring the company $72,000
per annum. In granting the application the commission
has ordered that the one-way passenger fare between Third
Street, San Diego, and the city limits shall remain at 5 cents
and that the one-way passenger fares to other points on
the southern division shall be based upon 2 cents per mile
for electric road mileage and 3 cents per mile for steam
road mileage beyond the city limits instead of beyond
Thirty-first Street.

JITNEY BONDING DIFFICULT IN WASHINGTON

I. M. Howell, Secretary of State of Washington, estimates
that approximately half of the genuine jitney bonds have
been cancelled. It is thought that by Sept. 1, 1916, through
a lack of desire on the part of any bonding company to
stand sponsor for their operators, as required by act of
the recent Legislature, nearly all of the jitneys will have
abandoned service. The Pacific Coast Casualty Company,
the only concern undertaking this line of business in Wash-
ington, withdrew temporarily from the State last Septem-
ber, because it was unable to meet the requirements of the
State insurance code. The company is being reorganized,
but it is stated unofficially that when it re-enters the
Washington field no more jitney business will be written.
Other bonding companies are willing to write jitney bonds
only if the owners deposit $2,500 in cash or its equivalent.

Group Insurance for New Bedford Employees. — The

Union Street Railway, New Bedford, Mass., has arranged
for group insurance for its employees, numbering about 500.

Liberal Use of Sand Urged. — Conductors and motor-
men of the International Railway, Buffalo, N. Y., are to
be held responsible for accidents to passengers caused by
snow and ice on the car floor, platform or steps. The men

January 8, 1916]

ELECTRIC RAILWAY JOURNAL

105

have been instructed to use sand liberally to prevent ice
and snow from accumulating.

Warning in Buffalo Against Spitting. — Signs are being
displayed in all cars of the International Railway, Buffalo,
N. Y., warning passengers against spitting on the floor
and platforms of cars and calling attention to the penal
code, which provides fine and imprisonment for each offense.
Police officers have been ordered to enforce this provision
of the law. The health authorities are co-operating.

All Brooklyn Employees to Ride Free. — It has been
decided to allow free transportation to all employees in the
mechanical, electrical and way and structure departments
of the Brooklyn (N. Y.) Rapid Transit Company. This will
extend the privilege of free transportation to approximately
2500 men, and when the law is in effect every employee in
the company's service will be able, either by means of
pass books or badges, to ride free on the company's cars.

Ordinance Forbidding Jitneys on Profitable Route. — The
City Council of San Diego, Cal., has passed an ordinance
forbidding jitneys to operate on Fifth Street, the main
artery of jitney traffic and profit. The clause in the jitney
ordinance under which the decision was made allows the
refusal of license renewals "when adequate transportation
facilities are in operation on any certain street; when traf-
fic would be congested by the granting of the license, or
when the safety of the public is at stake."

Jitney Accidents in Newark. — Careless driving is running
up the number of accidents to jitneys operating in Newark,
N. J. On Christmas day two serious accidents were reported.
In one of these an auto speeding against a street car
skidded and headed for the Roseville cut of the Lackawanna
Railroad. The machine broke through the iron guard rail,
but the concrete base in which the fence is anchored acted
as a barrier for the rear wheels and prevented the machine
from falling into the cut. The victims of these accidents
required hospital treatment.

"White-Gloved Squad" Used Again in Kansas City. — The
Metropolitan Street Railway, Kansas City, Mo., had one
of its largest holiday-period records during the week pre-
ceding Christmas. The company again installed in the
shopping district its "white-glove squad" of about seventy-
five men whose sole duties were to assist women and chil-
dren to board the cars. This service was given for the en-
tire week before Christmas. The company also added to
its force of front-end collectors uniformed men who col-
lected fares while standing in the safety zones where the
front ends of the cars stop.

Mayor Vetoes Newark Jitney Ordinance. — Mayor Ray-
mond of Newark, N. J., has vetoed the ordinance regulat-
ing the operation of jitneys. He has sent his message of
disapproval to City Clerk Archibald for submission to the
Common Council. It is declared that his objections to the
ordinance are those to which he gave voice at the recent
public hearing when he declared that he regarded the ordi-
nance as loosely drawn and pointed out certain provisions
which he said he considered meaningless or a hardship on
the jitney men. The attempt made on Dec. 29 to pass the
measure over the Mayor's veto failed.

Parked Automobiles a Menace in Kansas City. — The
suggestion of the board of control of the Kansas City (Mo.)
Railways that more stringent regulations be established for
automobile and vehicle traffic downtown to prevent obstruc-
tion of street car traffic has received practically an in-
dorsement from the city police court. Judge Kennedy
discharged W. H. Miller, who was charged with obstructing
traffic at Twelfth and Grand Streets with his livery cars.
The Judge declared that Miller's offense in obstructing the
street was no worse than that of private owners, the drivers
of delivery cars and taxicabs. The chief of the police and
the judge are now planning traffic regulations that will free
the business streets of automobiles that park at the curbs.

New Equipment on Los Angeles-San Bernardino Run. —
Eighteen of the new interurban cars recently purchased by
the Pacific Electric Railway were put in service on the
Los Angeles-San Bernardino run on Dec. 18. These cars
were equipped at the Los Angeles shops of the Pacific
Electric Railway and the remaining six of the twenty-four
which comprised the order will be ready for service shortly.
The cars weigh 105,000 lb. each, are equipped with four

140-hp. GE-254-A motors, and are expected to make as
high as 70 m.p.h. Redlands, which is 66 y2 miles from Los
Angeles, is the terminus of the line on which these cars
will be used. Under the present program eight trains a
day each way will be operated, the normal time for the run
being two hours and fifty-eight minutes.

Chicago Elevated Advertises Improvements. — "Millions
Expended for Better Service" is the title under which
the Elevated Railroads of Chicago, 111., announce the com-
pletion of a new elevated roadway being built by the
Chicago, Milwaukee & St. Paul Railroad, the tracks of
which are also used by the Northwestern Elevated Railroad
from Wilson Avenue to Howard Street, a distance of 4
miles. This work has been under way for some time.
The cost will be about $3,000,000. The advertisement calls
attention to the improved service and the safer operation
which will result by reason of the elimination of forty-
eight street crossings. It states that the style of construc-
tion received very careful consideration in order not to mar
the attractiveness of the residential district.

B. R. T. Monthly.— The Brooklyn (N. Y.) Rapid Transit
Company has begun the publication of the B. R. T. Monthly.
The first issue of the paper is dated January. The publi-
cation will be issued on or about the first of each month.
A principal feature of it will be reports of the social and
business activities of the company's employees during the
month previous. Special articles by officials of the com-
pany and heads of departments, bearing upon the business
of transportation, will be handled individually. Through
these articles B. R. T. Monthly readers will be kept in
touch with the progress of new construction and informed
of important improvements contemplated. The first issue
contains sixteen pages. It is introduced with a statement
by T. S. Williams, president of the company. No adver-
tising is carried. The paper will be edited by Garrow T.
Geer, who has been engaged in newspaper work for ten
years and was formerly with the New York Times.

Safety Watchword Sounded by Baltimore Company. —
Special attention of the readers of Trolley Neivs, published
by the United Railways & Electric Company, Baltimore,
Md., is directed in the issue of Jan. 1 to an outline drawing
showing how pedestrians should cross the street. The
company says: "It is our purpose to publish drawings of
this character from time to time, illustrating safety-first
ideas that should be indelibly impressed on the minds of
every man, woman and child. We are especially anxious
to impress upon the children our safety-first messages,
and in this particular you can help by making it a point to
show and explain these drawing to them. In other words,
appoint yourself a committee of one to look out for the
safety of others. Many cross the street intersections diag-
onally, or cross the street in the middle of the block,
placing themselves in great danger every time they do it.
Play safe with yourself under all conditions, keeping ever
in mind that self-preservation is the first law of nature."

Chicago Safety Commission Appointed. — Mayor William
Hale Thompson of Chicago has appointed a citizens' traffic
and safety commission composed of thirty-three members
representing the City Council, the courts, the police, the
newspapers, automobile clubs, teamsters and chauffeurs
organizations, park boards, the Chicago Surface Lines and
other establishments closely related to the question of
traffic safety. It will be the duty of this commission to
investigate and report to the City Council, concerning street
traffic conditions, routing of street traffic, plans and devices
for the control of street traffic, treatment of dangerous
crossings and turns in streets, accidents in streets and
remedies therefor, and ordinances and rules concerning the
regulation of the traffic. The ordinance authorizing the
creation of this commission has been passed by the Chicago
City Council. H. B. Fleming, chief engineer of the Chicago
Surface Lines, and H. L. Brownell, chairman of the public
safety committee and safety advisor of the Chicago Surface
Lines, have been made members.

New Jersey Accident Faker Convicted. — A middle-aged
man known as Harry Peterson, was convicted before Judge
Boyle in Camden, N. J., on Jan. 4 of a specific charge of
obtaining $30 from the Public Service Railway under false
pretences. Sentence was deferred. It was shown that on

106

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 2

Aug. 7, while passing through Gloucester City, Peterson
supposedly slipped on the car floor and later complained he
had fractured his skull. When the claim agents of the com-
pany called on him, the man said he had tripped over a nail
in the car floor. This nail was later found in the bottom of
his shoe. He agreed to settle for the $30, which was paid
him. The company's representatives subsequently found that
the man was known as James Ryan, Charles and Joseph Mil-
ler and Richard Boschart. It was also gleaned he had made
similar claims at Rahway, Worcester, New Haven and
Gloversville. In each instance he complained of pains in the
head and asserted his skull had been fractured. In the
Worcester case he collected $125. The case against Peterson
was referred to previously in the Electric Railway Jour-
nal of Nov. 13, 1915, page 1013.

Pensions for Omaha Employees. — The Omaha & Coun-
cil Bluffs Street Railway, Omaha, Neb., put into effect on
Jan. 1 a plan of pensions for all employees whose salaries
are less than $125 a month and who comply with the pro-
visions as to age and length of employment. The expense
of the pension fund is borne by the company. The pensions
will range from a minimum of $20 a month to a maximum
of about $30 a month. Compulsory retirement is required
at the age of seventy years, but retirement is optional upon
the part of the company after twenty years of continuous
service, if the employee is permanently disqualified for
service. Conductors and motormen eligible to pensions,
upon going on the pension rolls, will receive $1 a month
for each year of service, the minimum to be $20 and the
maximum $30 a month. All other employees upon being
pensioned will receive \XA per cent of their annual wage,
multiplied by the number of years of continuous service,
the minimum amount to be $40 and the maximum $500 per
annum. If an employee desires, he may retire at or after
the age of sixty-five, provided he has been employed con-
tinuously with the company for twenty years.

Co-operating to Make Suburban Day a Success. — The

Louisville & Interurban Railway, Louisville, Ky., is co-
operating with two of the Louisville papers in endeavoring
to make "Suburban Day" a shopping institution in Louis-
ville. Ten or more of the leading merchants of the city
are working with the two papers and the attempt is being
made to set aside Thursday of each week as the day on
which the merchants will undertake to give special values
to the residents of the country surrounding Louisville.
Suburbanites will be identified by buttons supplied when
they register at the offices of the newspapers. The Retail
Merchant's' Association of Louisville pays railroad fares to
and from Louisville to those whose purchases reach a
stated figure. Some of the merchants who are participat-
ing in the plan believe that this "Suburban Day" plan will
ultimately take the place of the fare-refunding plan. The
Louisville & Interurban Railway carries many of tho~e
who benefit by the "Suburban Day" bargains and in con-
nection with the special advertising section, prints a sched-
ule of its charges for delivering package freights to sta-
tions along its lines.

Toronto Overcrowding Case Before Highest Court. — The

Toronto (Ont.) Railway has received word through its
solicitors that the Privy Council has granted leave to ap-
peal the decision of the Ontario Appellate Court upholding
the decision of Justice Riddell on the overcrowding case.
The company was indicted in 1911 and the case was tried
in the Assizes before Justice Riddell and a jury. The com-
pany was found guilty. The application for a stated case
was granted, but before anything was done the company
was again indicted early in 1915 by order of Justice Latch-
ford. When the case came to trial before Chief Justice
Falconbridge the company was again found guilty of the
charge of overcrowding and another application for a stated
case was granted. Argument on the first stated case took
place before the Appellate Division in the fall of 1915, and
the conviction before Justice Riddell was sustained. Coun-
sel for the company decided that a point of law was in-
volved on which the case could be carried to the Privy
Council. Petition for leave to appeal was presented by the
company's agents in London, England, and this has now
been granted. The Toronto Railway is thus granted a year
within which it may prepare its case for submission to the
highest court in the empire.

Personal Mention

Mr. Robert Colgate Wood has resigned as a member of

the Public Service Commission for the First District of
New York. Mr. Wood was appointed to the commission
by Governor Martin H. Glynn in 1914.

Mr. Edwin T. McMurray, San Francisco, who has been
secretary of the Petaluma & Santa Rosa Railway, Petaluma,
Cal., has been elected president and a director of the road
to succeed the late Elmer M. Van Frank.

Mr. Fielder Sanders, appointed as street railway commis-
sioner by Mayor Harry L. Davis of Cleveland, Ohio, was
confirmed by unanimous vote of the City Council on the eve-
ning of Jan. 3. Mr. Sanders succeeds Mr. Peter Witt.

Mr. E. H. Maggard, general freight and passenger agent
of the Petaluma & Santa Rosa Railway, Petaluma, Cal.,
has been elected general manager of the company to suc-
ceed the late Elmer M. Van Frank, who was president and
general manager of the company.

Mr. H. O. Butler, for the last eleven years superintendent
of the Grand, Lee and Bellefontaine Divisions of the United
Railways, St. Louis, Mo., has been promoted to assistant
superintendent of transportation. Mr. Bu^.er has been con-
nected with the company for more than thirty years.

Mr. A. Merritt Taylor has resigned as director of the de-
partment of city transit of Philadelphia, Pa. On May 27,
1912, the Mayor of Philadelphia appointed Mr. Taylor tran-
sit commissioner to investigate the problems of improved
transit. He was later appointed director of the department
of city transit. Largely as a result of his work the city has
before it a complete plan for transit development. Mr.
Taylor is president of the Philadelphia & West Chester
Traction Company.

Mr. Manfred Freeman has been elected public utilities
commissioner for Lethbridge, Alta., over Mr. Reid, who held
the office for the last term. Mr. Freeman is a native of
Hamilton, Ont., and has lived in Lethbridge since 1890. He
was at different times chief engineer, manager, and secre-
tary of the Lethbridge Waterworks & Electric Light Com-
pany during its existence as a private company. As pub-
lic utilities commissioner he has charge of the Lethbridge
Municipal Railway.

Mr. Godfrey Goldmark, a member of the firm of Steele,
De Friese & Steele, has been appointed by Chairman Oscar
S. Straus of the Public Service Commission of the First
District of New York as his private secretary. Mr. Gold-
mark was born in New York City thirty-four years ago
and was graduated from the Cornell Law School in 1902.
Upon graduation he went into the office of Judge Steele
and in 1903 became a junior partner. He has nad very
considerable practice, particularly in connection with cor-
poration matters. He collaborated in the preparation of
the seventh and eighth editions of "White on Corporations."
He is one of the authors of "Non-Stock Corporations" by
White and Goldmark.

Mr. George J. Baldwin, president of the Savannah (Ga.)
Electric Company, has been elected vice-president of the
American International Corporation, New York, N. Y., re-
cently formed to extend and cement the foreign financial
and commercial relations of the United States. Mr. Bald-
win will in the future spend most of his time in New York,
but will not relinquish his connections in Savannah or as
president of the Jacksonville (Fla.) Traction Company, Key
West (Fla.) Electric Company, Pensacola (Fla.) Electric
Company and Tampa (Fla.) Electric Company. It is stated
that Mr. Baldwin will have immediate direction of the
investigations that will precede affiliations and investments
by the American International Corporation. Mr. Charles
A. Stone of Stone & Webster, who control the Savannah
Electric Company, is president of the American Interna-
tional Corporation.

Mr. Foster Hannaford, son of Mr. J. M. Hannaford,
president Northern Pacific Railway, will be the new super-
intendent of the St. Paul division of the Twin, City Lines,-

January 8, 1916]

ELECTRIC RAILWAY JOURNAL

107

to succeed the late Charles H. Rinker. Mr. Hannaford's
appointment had been decided upon by President C. G.
Goodrich just prior to his death. Mr. Hannaford was born
in St. Paul and received his education in the St. Paul public
schools. He is also a graduate of the Yale University
Sheffield Scientific School. After his graduation, Mr. Han-
naford was employed in the Westinghouse shops at East
Pittsburgh for two years. A year followed in the Tech-
nical University of Karlsruhe, Germany. Returning to
America, he was appointed superintendent of substations
of the Illinois Traction System, which position he held for
one year. He was then appointed chief engineer of the
McKinley power house in St. Louis, the largest power plant
of the Illinois Traction System. Later he went to Gales-
burg as operating engineer of the Galesburg Railway,
Light & Power Company, and for the past two years has
been general superintendent of that property.

Mr. Henry W. Hodge of Boiler, Hodge & Baird, engineers,
New York, has been named by Governor Charles S. Whit-
man of New York to succeed Mr. Robert Colgate Wood,
resigned, as a member of the Public Service Commission for
the First District. Mr. Hodge is an engineer. He started
in as one of the field force on surveys of various branch
lines of the Chesapeake & Ohio Railroad in West Virginia.
Later he became chief engineer of the Union Iron Works,
New York City, engaged in steel building construction. In
1895 he served as assistant to Mr. Alfred P. Boiler, in
charge of bridge design and construction. He became a
partner in this firm in 1899, the title of which was Boiler
& Hodge, afterward Boiler, Hodge & Baird. Mr. Hodge
is now the senior member of this firm. Mr. Hodge's firm
has designed some of the largest bridges and buildings in
the country, among others being the Duluth and Superior
bridge, the cantilevers across the Monongahela and Ohio
Rivers at Pittsburgh and Steubenville for the Wabash Rail-
way, the Municipal Bridge across the Mississippi River for
the city of St. Louis, the bridges across the Connecticut
River at Hartford, Saybrook, and East Haddam for the
State of Connecticut. Mr. Hodge was retained by the
Canadian Government as consulting engineer on the new
design for the Quebec Bridge. He is a member of the
Council of the American Insitute of Consulting Engineers,
a director of the American Society of Civil Engineers, a
member of the Institution of Civil Engineers of Great
Britain, and of the Canadian Society of Civil Engineers.
He is also a trustee of Rensselaer Polytechnical Institute,
Rensselaer, N. Y.

OBITUARY

Ludwig Talbot Custer, identified with the organization
and the financing of several of the companies now included
in the system of the Reading Transit & Light Company,
Reading, Pa., is dead. Mr. Custer was born in New Hol-
land, Pa., eighty-one years ago. He retired from active
business in 1903.

Dwight F. Cameron, at one time president of the South
Chicago City Railway, now a part of the Chicago (111.) Sur-
face Lines, died in Pittsburgh, Pa., on Jan. 3, 1916. Mr.
Cameron was born in Peterboro, N. Y., eighty-one years
ago. He practised law in Ottawa, 111., until 1870, when he
went to Chicago. He was later elected an officer of the Sec-
ond National Bank and was a member of the contracting
firm of George H. Norris & Company. Mr. Cameron died
at the home of his daughter, Mrs. Williston Fish, wife of
the vice-president of the West Penn Traction Company,
Pittsburgh.

Otto T. Maier, vice-president and general manager of
the New Orleans, Southern & Grand Isle Railroad and
Algiers Railway & Light Company, New Orleans, La., died
recently from wounds self-inflicted. In addition to being
an officer of the two companies mentioned, Mr. Maier was
president of the Maier-Watt Realty Company, president of
the Burke Electrical Works and had an office in New
Orleans, where he dealt in stocks and bonds. Mr. Maier
was born in New Orleans on May 27, 1866. At the age of
eighteen he entered the employ of the Germania Insurance
Company of that city, finally succeeding his father in the
presidency. He remained with the Germania company until
four years ago, when he became vice-president and general
manager of the Algiers Railway & Light Company.

Construction News

Construction News Notes are classified under each head-
ing alphabetically by States.

An asterisk (*) indicates a project not previously
reported.

RECENT INCORPORATIONS
*Vercheres, Chambly & Laprairie Tramways Company,
Laprairie, Que. — This company will ask for a charter to
construct a line between Saint Roch de Quebec and Chat-
eauguay and from Laprairie to Chambly, with branches and
loop lines to other places in the counties of Chateauguay,
Laprairie, Chambly, Vercheres and Richelieu and the right
to cross the St. Lawrence River and enter Montreal.

FRANCHISES

Lerna, 111. — The Decatur, Sullivan & Mattoon Traction
Company has asked the Council for a five-year extension
of time on its franchise in Lerna.

McCallsburg, Iowa. — The Council has decided to submit
to the voters the proposal to grant a franchise to the Iowa
Railway & Light Company to erect an electric distribution
system in McCallsburg.

Buffalo, N. Y. — The Council of Buffalo has approved the
action of the Aldermen in granting a franchise to the In-
ternational Railway to extend its tracks across Kenmore
Avenue preliminary to striking the private right-of-way
over which the company will operate a fast passenger and
express service to Niagara Falls. The new line is known
as the Frontier Electric Railway. The International Rail-
way has received a franchise to construct a line and op-
erate cars on Ohio Street between Illinois Street, and Wash-
ington Street.

San Angelo, Tex.— The San Angelo Water, Light & Power
Company has asked the Council for a street railway fran-
chise in San Angelo. R. J. Irvine, vice-president and gen-
eral manager.

Bingham Canyon, Utah. — Harry S. Joseph has received a
franchise from the Council to construct and operate an
electric interurban railway between West Jordan and Bing-
ham Canyon. Under the provisions of the franchise, con-
struction must begin on the line within one year and must
be completed within three years. It is understood that the
purpose of the franchise is to provide a connection with the
Salt Lake & Utah Railroad into Bingham Canyon. [Dec.
4, '15.]

TRACK AND ROADWAY

Birmingham-Tuscaloosa Railway & Utilities Company,
Tuscaloosa, Ala. — This company has recently acquired the
property of the Tuscaloosa Ice & Light Company.

Fort Smith Light & Traction Company, Fort Smith, Ark.

— The Fort Smith-Van Buren Bridge Commission has adopt-
ed a resolution awarding the Fort Smith Light & Traction
Company a franchise to use the Fort Smith-Van Buren
bridge. The contract now goes to the voters of the bridge
district for their approval. The board fixed Feb. 8 as the
date for this election.

Pacific Electric Railway, Los Angeles, Cal. — Announce-
ment has been made that construction of elevated tracks
from the Pacific Electric Building east to San Pedro Street
will be begun within the next ninety days. The work of
removing the buildings preparatory to the construction of
the tracks has been begun.

*Martinez, Cal. — It is reported that plans are being con-
sidered to construct an electric railway to connect Concord
and Martinez. Judge Clifford McClellan, San Francisco, is
interested.

Municipal Railways, San Francisco, Cal. — Notwithstand-
ing the opposition of the Park Commission, City Engi-
neer O'Shaughnessy has completed plans for a surface
line across Golden Gate Park from Tenth Avenue to Four-
teenth Avenue. The plans provide for tunnels under the
main driveway, but the remainder of the route will extend
through an open cut. The city engineer proposes to beau-

108 ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 2

tify the line by planting grass and shrubs on either side.
Mr. O'Shaughnessy reports that seven-eighths of the resi-
dents of the district to be served by this line have indorsed
the project.

Chicago & Interurban Traction Company, Chicago, 111. —

A report from this company states that during 1916 it ex-
pects to rehabilitate 2% miles of track in Blue Island, 111.,
with 7-in. T-rail on wooden ties, 8 in. of crushed stone
ballast and either brick or granite block pavement.

*Atchison, Topeka & Santa Fe Railway, Topeka, Kan. — It
is reported that this company plans to electrify its moun-
tain lines between Raton and Trinidad, and that orders for
work will be issued soon.

New Orleans Railway & Light Company, New Orleans,
La. — Plans are being made by this company to install a
new street lighting system in New Orleans at an estimated
cost of $160,000.

United Railways & Electric Company, Baltimore, Md. —
This company will construct a 1-mile extension from its
York Road line along Regester Avenue to Idlewylde.

Mexico Investment & Construction Company, Mexico, Mo.
— This company expects to build 10 miles of new line be-
tween Santa Pe and Perry during 1916.

Omaha, Lincoln & Beatrice Railway, Lincoln, Neb. — It is
reported that interests close to the Lincoln Traction Com-
pany have acquired control of this company, and plans are
being made to complete the line to Omaha, 50 miles.

Albany Southern Railroad, Albany, N. Y. — Arrange-
ments are being made by this company for the installation
of a new lighting system in Rensselaer. The company has
submitted a proposal to the city offering to improve the
lighting system and to double the present number of lamps
at a cost of about $5,000 per year more than the existing
contract.

Arbuckle Brothers, Brooklyn, N. Y. — This coffee import-
ing company is considering the construction, subject to the
approval of the Public Service Commission, of a connecting
freight haulage line, to be known as the Jay Street Con-
necting Railroad between the foot of Jay Street, where the
headquarters of this company are located, and the foot of
Fulton Street. Two electric locomotives would probably be
needed, although the type of this equipment has not yet
been selected. P. H. Grimm is chief engineer.

Buffalo, N. Y. — Former Mayor Laughlin, of Niagara
Falls, has leased the Whirlpool Rapids incline railway on
the Canadian side of the gorge from the International Rail-
way Company, and proposes to make many improvements
before next season.

International Railway, Buffalo, N. Y. — Plans are being
made by the Niagara Falls Country Club to request the
International Railway to extend its lines from the present
terminus at Pine Avenue and Sugar Street out Pine
Avenue to the new clubhouse, about 1 mile.

Interborough Rapid Transit Company, New York, N. Y.
— In accordance with the dual system contracts the Inter-
borough Rapid Transit Company has made an agreement
with the New York Central Railroad for the use of the
Putnam division bridge over the Harlem River at Eighth
Avenue and 155th Street. At present the Sixth and Ninth
Avenue elevated lines terminate on the Manhattan side of
the river at this point, where there is a joint station used
both by the elevated trains and the steam trains of the
Putnam division of the New York Central Railroad operat-
ing to Yonkers and other points in Westchester County.
Under the dual system arrangement the elevated lines are
to be extended across the Putnam bridge and through East
162d Street in the Bronx to a junction with the new Je-
rome Avenue Rapid Transit Railroad at 162d Street and
River Avenue. The Interborough Rapid Transit Company
has submitted to the Public Service Commission for the
First District of New York for approval the agreement
which it proposes to make with the New York Central Rail-
road for the use of the Putnam bridge. The commission
also received a petition from the New York Central Rail-
road asking permission to discontinue the Putnam division
station at 155th Street and Eighth Avenue, and to join the
Interborough Rapid Transit Company in the erection and
maintenance of a new joint station on the Bronx side of the

Harlem River at or near 162d Street. The commission set
both matters down for a public hearing to be held on Mon-
day, Jan. 10, 1916, at 10.30 a. m.

Cities Service Company, New York, N. Y. — Plans for im-
provements and extensions for the coming year on the
properties operated by the Cities Service Company, 60 Wall
Street, are now being made. Improvements and extensions
will be made at St. Joseph, Mo., Elyria and Warren, Ohio,
and other cities.

Northern Ohio Traction & Light Company, Akron, Ohio.
— Plans are being made by this company to construct an
extension of its Canton city car lines to the northeast end
mills in the spring.

Cleveland, Southwestern & Columbus Railway, Cleveland,
Ohio. — This company reports that during the past year it
renewed 5 miles of track with concrete foundation, steel
ties, 100-lb. T-rail and brick pavements in Oberlin, Elyria,
Lorain and Medina.

Scioto Valley Traction Company, Columbus, Ohio. — It is
reported that active work will be begun next spring by this
company on the construction of an extension from Ports-
mouth to Chillicothe.

Dayton & Troy Electric Railway, Dayton, Ohio. — During
1916 this company expects to build 1 mile of new track.

Hamilton, Ont. — At a recent meeting held in Hamilton
representatives of municipalities interested in the proposed
hydro-radials from St. Catharines to Guelph and Hamilton
to Lake Erie decided upon a common entrance in the west
end of the city, together with a central station in the center
of the city. Under the existing agreement with the street
railway the city may use the tracks for municipally owned
railways. It was decided that a separate freight line should
extend through the northern section of the city. The route
of the branch from Hamilton to Lake Erie is to be settled
by a special committee.

Lcndon & Port Stanley Railway, London, Ont. — This
company has under construction an extension from Rich-
mond Street to Ridout Street, about 1 mile.

Sarnia (Ont.) Street Railway. — It is reported that this
company may be in the market for about 5000 ft. of 60-lb.
rail early in the spring.

Niagara, St. Catharines & Toronto Railway, St. Catha-
rines, Ont. — It is reported that this company plans to erect
a new steel bridge on its line in Stamford Township during
this year.

Schomberg & Aurora Railway, Toronto, Ont. — Operation
by electricity has been begun by this company on its line
extending from near Bond Lake, Ont., to Schomberg, 14.4
miles, hitherto operated by steam.

Toronto (Ont.) Suburban Street Railway. — It is reported
that this company's line will be in operation as far as
Georgetown, Ont., by February, and throughout the entire
length to Guelph by March 1. The line will serve the towns
and villages of Islington, Dixie, Cooksville, Meadowvale,
Churchill, Huttonville, Norval, Georgetown, Limehouse,
Acton, Blue Springs and Eden Mills. The line will be
single-track.

Montreal (Que.) Tramways. — It is reported that from
April 1 to Oct. 1, 1915, this company spent $500,000 on
track laying. Considerable extension work has been done
on Notre Dame, Outremont, Point aux Trembles, Montreal
East, Verdun and Maisonneuve Streets, the total trackage
of the company now being 270 miles.

Nashville-Gallatin Interurban Railway, Nashville, Tenn.
—Plans for extension of the Nashville-Gallatin Interurban
Railway in central Tennessee have been announced in con-
siderable detail by H. H. Mayberry, president of the
company. It calls for certain subscriptions to preferred
stock by residents along the line and it is stated if these
subscriptions are forthcoming promptly, work of actual con-
struction will begin at once. The project contemplates
building of another line to Springfield, Tenn., and organiza-
tion of the Nashville, Springfield & Gallatin Interurban
Railway, the line to touch Goodlettsville, Ridge Top and
Greenbrier, an extension from Springfield to Adairville and
Russellville, Ky., being a subsequent project. A com-
mittee which has been working on the plans consists of
James E. Caldwell, president Fourth & First National

January 8, 1916]

ELECTRIC RAILWAY JOURNAL

109

Bank, Nashville; C. M. Clark, of E. W. Clark & Company.,
Philadelphia; H. H. Corson, southern manager General Elec-
tric Company; N. S. Keith, Cincinnati, Ohio; and H. H. May-
berry, Franklin, Tenn., According to Mr. Mayberry, E. W.
Clark & Company have agreed to build and operate the
line upon the plan agreed upon by the committee.

Dallas (Tex.) Electric Company. — This company will
spend about $80,000 in paving and laying new rails and ties
on Commerce Street between the Houston & Texas Central
Railroad and Exposition Avenue. The old rails will be re-
placed with 103-lb. girder rails, and new steel ties will be
laid to take the place of the wooden ties.

*Union Terminal Company, Dallas, Tex. — This company
will construct 15 miles of terminal tracks in connection
with the new Union Station. The contract for the con-
struction has been let. C. H. Cana, chief engineer.

Janesville (Wis.) Traction Company. — Plans are being
made by this company, which is operated by the Rockford
& Interurban Railway, to attach its traction wires to the
buildings in the business streets, as all poles have been or-
dered removed by May 1. Plans have been prepared where
contacts with buildings will be necessary. These plans will
be submitted to the Commercial Club, whose directors will
take up the matter of getting contracts with the property
owners for allowing the wires to be attached to the build-
ings.

SHOPS AND BUILDINGS

Grand Rapids, Grand Haven & Muskegon Railway, Grand
Rapids, Mich. — Among the improvements being planned by
this company is the construction of a new freight terminal
at the intersection of Water Street and the Pere Marquette
right-of-way in Marquette and a new depot for Muskegon
Heights.

Dallas, Tex. — Five hundred tons of reinforced steel have
been ordered for the construction of the union interurban
terminal in Dallas.

POWER HOUSES AND SUBSTATIONS

Arkansas Valley Railway, Light & Power Company, Pue-
blo, Col. — The board of directors of this company has author-
ized extensive additions and improvements to its power
plants and transmission lines during 1916. One of the large
improvements authorized is the installation of a 7500-kw,
steam turbine generating unit at the Canon City power plant,
together with the necessary boilers, condensers and accesso-
ries. A new switchboard will be built, additional high tension
transformers installed, etc. The distribution system will be
enlarged by the construction of a duplicate 25-mile pole line
between Canon City and the Cripple Creek district. The en-
gineering department of H. M. Byllesby & Company will
have charge of the work.

Louisville (Ky.) Railway. — This company is operating its
power houses on coal bought under a contract which runs un-
til March, 1917, the company consuming at the rate of 100,-
000 tons annually. This is pea and slack, western Kentucky
coal.

Binghamton (N. Y.) Railway. — This company will soon re-
build its local station at Endicott and will install a 300-kw.,
three-phase, 2300-volt motor-generator set and will also re-
build its transmission line in the spring. E. L. Barnes, Endi-
cott, is manager of the light department.

Cities Service Company, New York, N. Y. — Among the
improvements planned for 1916 on properties operated by
this company is the installation of four steam turbo-genera-
tors at Alliance, Ohio; Athens, Ga., and Hutchinson and Sa-
lina, Kan.

Rochester Railway & Light Company, Rochester, N. Y. —

Contracts have been placed by this company for the instal-
lation of a 15,000-hp. steam turbine and generator at Station
No. 3 at Brown's Race and Mill Street.

Halifax (N. S.) Electric Tramway Company, Ltd. — It is
reported that this company contemplates extensions to its
power system involving an expenditure of about $500,000.
The additons will include a complete gas plant having a ca-
pacity of 600,000 cu. ft. with provision for further extensions.
A machine shop, 146 ft. x 150 ft., will also be erected.

Montreal & Southern Counties Railway, Montreal, Que. —
The rotaries for this company's substation at Granby have
been received and are now being installed.

Manufactures and Supplies

ROLLING STOCK

Bangor & Portland Traction Company, Bangor, Pa., ex-
pects to purchase one passenger car.

Oklahoma Railway, Oklahoma City, Okla., has ordered six
29-ft. semi-steel, double-truck motor car bodies from the St.
Louis Car Company.

Mississippi Valley Electric Company, Iowa City, Iowa,
has ordered four 28-ft. one-man cars from the McGuire-
Cummings Manufacturing Company.

Metropolitan Street Railway, Kansas City, Mo., has exer-
cised its option with the General Electric Company for fifty
four-motor and fifty air-brake equipments.

Michigan Railway, Jackson, Mich., has ordered six 53-ft.
all-steel interurban trail coaches and four sets of interurban
trailer trucks from the St. Louis Car Company.

Waterloo, Cedar Falls & Northern Railway, Waterloo,
Iowa, has ordered fifteen A-l suspension type single trucks
from the McGuire-Cummings Manufacturing Company.

Athens Railway & Electric Company, Athens, Ga., advises
that it may install light single-truck one-man cars, to be op-
erated under shorter headway, if it succeeds in disposing of
its double-truck car equipment.

Arbuckle Brothers, Brooklyn, N. Y., coffee importers, are
considering the purchase of two electric freight locomotives
for use on a propored connecting railway, as noted in the
Construction News of this issue.

Cambria & Indiana Railroad, Colver, Pa., is reported as
expecting to purchase an additional storage battery car,
somewhat shorter but otherwise similar to the storage bat-
tery car which was placed in service on this line about a
year ago.

United Railways of Havana, Havana, Cuba, is reported as
expecting to purchase about five new storage battery cars
within the next two months. This company already has
storage battery cars operating between Rincon and San An-
tonio, but it is said that the new equipment will be used
elsewhere.

TRADE NOTES

W. L. Conwell, vice-president and treasurer of the Trans-
portation Utilities Company, New York, has been appointed
assistant to the president of the Safety Car Heating and
Lighting Company.

Pyrene Manufacturing Company, New York, N. Y., has
appointed chief William Guerin, formerly head of the
Bureau of Fire Prevention of New York, as head of its new
engineering bureau.

E. F. Carry, first vice-president and general manager of
the American Car & Foundry Company, has been elected
president of the Haskell & Barker Car Company, Michigan
City, succeeding W. T. McBride.

Railway Track Work Company, Philadelphia, Pa., in order
to meet the growth of its business in the manufacture of the
reciprocating track grinder and grinding blocks, has moved
its plant to larger quarters at Thirtieth and Walnut Streets
in Philadelphia.

Railway & Industrial Engineering Company, Pittsburgh,
Pa., manufacturer of Burke horn-gap switching and protec-
tive apparatus and out-door substations, has moved its sales
department to offices in the People's Bank Building in
Pittsburgh.

B. H. Forsyth, who for the past three years has been
with the sales organization of Hale & Kilburn Company,
Chicago, and previously served as sales manager of the
Ford & Johnson Company, has resigned, effective Jan. 1,
1916.

H. E. Walker, who for a number of years has represented
the S. K. F. Ball Bearing Company, New York, as railway
representative, announces his resignation from that organi-
zation. Mr. Walker's plans for the future have not been
announced.

110

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 2

Bell Lumber Company, Minneapolis, Minn., has been
awarded the cedar on all the tribal lands on the Odanah
reservation. This company already had secured all of the
other timber on this reservation three years ago, and as
the timber covers a number of years' operations, taken
together with its previous holdings on the reservations at
other points, it insures the company timber for white cedar
poles for at least ten to twelve years to come.

Spray Engineering Company, Boston, Mass., reports that
the two air washers and coolers installed as auxiliaries to
the 35,000-kw. and the 30,000-kw. steam turbo-generator
sets in the new A-2 Christian Street station of the Phila-
delphia Electric Company, are for the largest pair of units
in the world. Other recent installations of the Spray air
washers and coolers are the following: Commonwealth
Edison Company, Chicago, 111., three each, 80,000 cu. ft.
capacity per minute; Toledo Railways & Light Company,
Toledo, Ohio, 70,000 cu. ft.; Eastern Pennsylvania Rail-
ways, Palo Alto, Pa., 20,000 cu. ft.; New Orleans Railway &
Light Company, New Orleans, La., 50,000 cu. ft.

Electric Storage Battery Company, Philadelphia, Pa.,
manufacturer of the "Exide" battery, the "Chloride Accu-
mulator" and "Tudor Accumulator" and the "Ironclad-Ex-
ide" battery, announces that because of changes in the or-
ganization of Pierson, Roeding & Company, who have acted
as this company's sales agents on the Coast since 1910, its
business will hereafter be conducted on the Coast through
George R. Murphy, soliciting agent, with offices in the Rialto
Building, 118 New Montgomery Street, San Francisco. The
Exide Battery Depot which was opened in San Francisco a
number of years ago, and where a large amount of stock is
carried, will give Mr. Murphy a base of supplies that will in-
sure prompt shipments of batteries and parts.

Mudge & Company, Chicago, 111., together with the A. O.
Smith Manufacturing Company, Milwaukee, Wis., who have
for the past two years been manufacturing the Smith
motor wheel for application to bicycles, has worked out an
application of the motor wheel to the railroad hand speeder
or velocipede. The motor wheel is attached behind the
velocipede, and employed as a pusher. Special appliances
for attaching are furnished. The engine is of the 4-cycle,
air-cooled type, 2% -in. bore by 2y2-in. stroke, and develops
IY2 hp. It is magneto equipped and is throttle governed
by means of a flexible tubing control fastened to handle-
bars, or conveniently on seat board. Any speed from 4 to
25 m.p.h. can be set and maintained.

Pierson Roeding & Company, San Francisco, Cal., an-
nounces the resignation of Thomas Finigan as vice-presi-
dent, who has been appointed Pacific Coast manager of the
American Brake Shoe & Foundry Company, with offices at
301-303 Call Building, San Francisco. H. S. Whiting of
Pittsburgh has been appointed vice-president of Pierson
Roeding & Company to succeed Mr. Finigan. Mr. Whiting
has already taken up his residence in San Francisco and is
in active charge of the new office. Two important changes
in this company's agencies have occurred. It has been de-
cided to discontinue the association of this company with the
Electric Storage Battery Company, Philadelphia, Pa., as
noted elsewhere in these columns, and with the R. D. Nut-
tall Company, which now will be handled by the Westing-
house Electric & Manufacturing Company at its various of-
fices on the Pacific Coast.

Economy Fuse & Manufacturing Company, Chicago, 111. —
The United States Bureau of Standards has at the request of
the Underwriters' Laboratories, Inc., of Chicago, after elab-
orate investigations, announced its finding in regard to the
relative fire hazard involved in the use of the renewable
fuses manufactured by this company as compared with the
standard inclosed cartridge fuses. The finding states that
the evidence does not show either that the fire or accident
hazard involved in the use of these fuses is greater or that
it is not greater than the risk involved in the use of the
standard fuses. It is recommended that, pending the accu-
mulation of more service data, a continuation and extension
of their use be permitted by municipal and underwriters' in-
spection departments under conditions where their perform-
ance can be observed by such inspection departments, but
that for the present the fuses be not approved for general
use on the same basis as those at present listed as standard
by the Underwriters' Laboratories, Inc.

ADVERTISING LITERATURE

Searchlight Company, Chicago, 111., has issued a pamphlet
entitled "Oxy-Acetylene Rail Bonding," which is a summary
of a talk before the Illinois Electric Railway Association by
J. R. Brown, on Oct. 29, 1915.

Chandler Brothers & Company, New York, N. Y., have
issued a special market letter describing the stock of the
Philadelphia Rapid Transit Company. It is said that there
are few stocks representing a safe and assured business,
with an improving tendency, which can be bought at as
low a price as the one in question. Although dividends are
not in immediate prospect, the outlook is sufficiently good
to make the stock one of the most attractive in its class,
from the investment as well as from the speculative stand-
point.

Stone & Webster, Boston, Mass., have issued a January
list of securities that are recommended under present in-
vestment conditions. These include the following issues:
Baton Rouge Electric Company first mortgage 5's, Cape
Breton Electric Company first mortgage 5's, Eastern Texas
Electric Company first mortgage collateral trust 5's, El
Paso Electric Company first mortgage collateral trust 5's,
Galveston-Houston Electric Company 6 per cent cumu-
lative preferred stock, Northern Texas Electric Company
6 per cent preferred stock and Tampa Electric Company
first mortagage 5's.

Edison Storage Battery Company, Orange, N. J., has is-
sued a catalog containing numerous illustrations showing the
adaptability of the nickel-iron-alkaline battery for commer-
cial vehicle service. The catalog briefly describes the con-
struction of the Edison cell and gives examples of some of its
remarkable characteristics such as long life, great mileage,
ruggedness, service efficiency, cleanliness and ability to with-
stand extremes of temperature. The bulletin is illustrated
with pictures of trucks from practically all the manufactur-
ers in a great variety of services, among which are included
electric railway line repair service, as shown by an illustra-
tion of a vehicle used by the Bay State Street Railway.

General Electric Company, Schenectady, N. Y., has issued
an artistically designed catalog descriibng and illustrating
the Curtis steam turbine-generator. The catalog explains
the general principles of this steam turbine, and with the
help of illustrations goes into the details of their construc-
tion. The last part of the catalog contains views of repre-
sentative installtaions of turbines operating under various
classes of service, such as that required by the Common-
wealth Edison Company, Chicago, 111.; Metropolitan Street
Railway, Kansas City, Mo.; Alabama Power Company, Gads-
den, Ala., and Halifax (N. S.) Electric Tramways. Bulletin
No. 47409 recently issued, describes its small capacity indus-
trial oil switches, type F, form P-10, 30 amp., 600 volts, for
three-phase induction motors of 10 hp. or less. Bulletin No.
44,409 describes the 600 and 600/1200-volt ventilated com-
mutating-pole railway motor.

NEW PUBLICATION

Railroad Field Manual for Civil Engineers. By William G.
Raymond, C.E., LL.D. John Wiley & Sons, Inc., New
York. 390 pages. Morocco bound, $3.
As the title indicates, this field manual was designed for
field rather than for office use, although it is adapted for
both. The author introduces into his tables the novel fea-
ture of dividing the degree decimally instead of sexagesi-
mally. The field of usefulness of this manual is largely
confined to steam railroad and electric interurban con-
struction and grade revision problems. Simple, compound
and vertical curves with the necessary tables make up an
important part of the volume. The theory of the spiral,
spiral functions and the American Railway Engineering
Associations' ten-chord spiral tables are included. Loca-
tion theories, and tables, estimating and construction tables,
turnouts and crossovers, methods of calculating azimuth,
latitude and time, tables for metric curves, adjustment of
instruments, logarithms and trigonometric functions and
sexagesimal trignonometric functions make up the other
important subjects treated. The explanations of the various
field problems are complete but brief. No attempt was
made to go into demonstrations, as the author believed such
matter belonged more properly in a text-book.

Published by the McGraw Publishing Company, Inc.
Consolidation of Street Railway Journal and Electric Railway Review

Vol. XL VII

NEW YORK SATURDAY, JANUARY 15, 1916

No. 3

MORE INCOME
FOR ELECTRIC
RAILWAYS

There would undoubtedly be sale
for a certain amount of electric
power from the grounded d.c. cir-
cuits of electric railways if the insurance companies
would consent to allow motors to be installed on such
circuits without onerous restrictions. Usually it is such
a burden to satisfy the insurance inspectors in such
cases that there is little incentive to install electric
power when only grounded circuits are available for
power supply. A step in the right direction was de-
scribed in a brief article appearing on page 95 of last
week's issue of this paper. The Indiana Inspection
Bureau has formulated simple requirements, described
in the article, so that the minimum insurance rate can
be secured on buildings in which totally inclosed or
inclosed-ventilated grounded motors are located, or in
which other approved types of motors are inclosed in
wire mesh. There are some restrictions regarding dust,
etc., in the atmosphere, but all seem very reasonable.
It is to be hoped that other bureaus will follow this
excellent example.

RUNNING The practice of running empty

EMPTY FACTORY extra cars from a carhouse to a
SPECIALS j. , i • ■ ■ , . ■ . . i . j.

factory district in anticipation of

the reverse travel soon to be handled might well be in-
vestigated on some properties. Where such lines are
routed through a business district or even through a
populous residential area the public sometimes feels ag-
grieved that non-stop cars are operated over routes hav-
ing a relatively long-interval service, and it is a question
how far the company should go toward accommodating
local patrons bound toward the industrial district at
such times. In some cases, the delay to the heavy extra
movement might be very burdensome to the company ; in
others the small number of passengers thus desiring to
travel would not interfere noticeably with the main flow
of traffic. To pick up these few passengers would be ex-
pedient as an accommodation to the public, and would
possibly yield enough revenue to make the additional
stops worth while. On the whole, unless it can be pretty
clearly shown to be injurious to the quality of service
on the line as a unit, we are inclined to favor picking
up and discharging local passengers by factory-bound
empty specials when such traffic is not sufficiently heavy
to warrant decreasing, say a five-minute or ten-minute
headway on the regular cars. Though the question
cannot easily be settled categorically, in our opinion, it
deserves analysis, in which full weight should be as-
signed to somewhat indefinite but none the less im-
portant consideration of the effect upon waiting
passenger who were passed by the empty cars.

THE On electric railway systems where

BENEFITS OF one or more changes are necessary

CLOSING UP" jn making a journey, as often
occurs on the Boston (Mass.) Elevated Railway, experi-
ence shows that passengers who take advantage of their
opportunities, to "close up" on the service, to use a
military phrase, often make trips in quicker time than
riders who give little or no thought to their movements.
This point is well brought out in our issue of Jan. 8,
page 77, where the acceleration of traffic resulting from
the installation of motor-driven fare registers at Boston
prepayment stations is emphasized. Here the passenger
who is enough of a believer in "preparedness" to ap-
proach the fare box with the proper coin in hand saves
seconds in reaching the platform of the station, which
well may mean the difference between taking the next
car or train and waiting, say, from two to five minutes
for another. The successful negotiation of city life is
intimately bound up with just this sort of forehanded-
ness, and the passenger who "knows the ropes" is sure
to make a better average running time including stops
and changes than he or she who simply drifts along
with the crowd. In other words, there is a reward for
intelligent use of the system. Again, the passenger in
a subway train who enters a car which will stop nearest
the exit at a distant subway station may likewise shorten
his trip. Of course, no company can afford to encourage
congestion, and as a matter of fact it is only the habit
of taking every open advantage in such trips that is
to be commended, such advantages being chiefly attain-
able by passengers who think about how their positions
in cars and stations will affect their connections or exit
from terminals. This situation emphasizes the advan-
tage of varying the relative locations of the exits in the
different stations so that different parts of the train
will be utilized by those who think of these short cuts.

WISE

DECISION IN
KANSAS CITY

In unequivocal language the Mis-
souri Public Service Commission
has approved the new franchise
for the Metropolitan Street Railway and the plans for
the reorganization of the Kansas City Railway & Light
Company, as described in last week's issue. Of the many
steps that have had to be taken and retaken, this is
about the last, and now there should be a quick reorgan-
ization of the street railway system and a placing of the
property upon a definitely established basis. According
to the Kansas City Journal, there has never been a
local campaign more vindictive, more unscrupulous or
more desperate than that conducted during the last five
years by certain interests to injure the railway, em-
barrass the receivers and ruin the stockholders. The

112

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 3

dispassionate ruling of the State commission, however,
should now put an everlasting quietus on such endeavors.
Whether the franchise should solve the present unde-
sirable situation and render the street railway and its
operation a business free from politics, whether it
should preserve to the present owners the value of prop-
erty now possessed, and whether it should provide
adequately for future expenditures and encourage the
investment of private funds — these the commission holds
to be questions that have been considered and fully
answered by the local authorities and electors of Kansas
City. The many protests that "go far afield" are not
worthy of consideration, and the commission finds no
grounds whatever to justify it in seeking to give effect
to the sentiments and desires of the franchise opponents.
As it points out, both the franchise and the reorganiza-
tion plan evidence great effort to reach a mutually
satisfactory conclusion and apparently mutual conces-
sions, under constant publicity and free discussion, and
rightfully no reason is found for not granting the de-
sired certificate of convenience and necessity for the
new electric railway system. We hope that this deci-
sion means a really permanent settlement of the elec-
tric railway question in Kansas City.

COASTING AND ENERGY CONSUMPTION

One of the axioms of electric railway operation promi-
nent in the minds of transportation men for many years
is that, within limits, the lower the speed at the point
of application of the brakes, the less the energy con-
sumption. The kinetic energy in the car is proportional
to the square of the speed, hence the importance of
applying the brakes at the lowest possible speed. This
means a reasonably high percentage of coasting. The
importance of this subject was realized early in the
history of electric railroading, and the fundamental
rules were laid down in an article contributed by A. H.
Armstrong to the Street Railway Journal and pub-
lished on page 312 of the issue for June, 1898. But
while the principles necessary in energy saving are
accepted in theory there is still a large field for their
application, as is indicated by the large savings secured
on roads which install energy meters or devices for
measuring coasting time. Many years ago meters were
installed on cars in Syracuse, N. Y., with the result
that remarkable energy saving was secured by some
motormen simply through the emphasizing of the possi-
bility of such saving.

The results of one of the most elaborate studies of
the savings to be secured by coasting that has yet come
to our attention are given in an article by C. C. Chap-
pelle printed in this issue. The writer has analyzed
conditions on surface lines in two important cities and
has worked out the requirements for the most econom-
ical operating conditions for the appropriate schedules
used in these cities. While the diagrams given may
appear formidable at first sight, they are by no means
complicated, being mainly a collection of familiar time-
speed graphs arranged systematically to permit deduc-
tions to be drawn from them.

One of the most interesting and valuable points made

clear in these studies is that up to what might be termed
the "saturation point" or the bending point of a curve
plotted between the two quantities, the per cent energy
saving is inversely proportional to the per cent coasting
with a factor of unity. In other words, 1 per cent
coasting saves approximately 1 per cent of energy.
This is an easy figure to remember, and it is said to be
borne out by results observed in many cities.

It is hoped that the publication of Mr. Chappelle's
article will serve to dispel some of the air of mystery
surrounding the time-speed graph, and that it will
impel railway companies to consider carefully the possi-
bility of energy saving on their lines by more scientific
operation, no matter what means they employ to produce
the desired results.

UNCERTAINTY IN THE TRANSPORTATION FIELD

Ivy L. Lee, in a recent address before the American
Association for the Advancement of Science at Colum-
bus, Ohio, made an excellent diagnosis when he said
that the particular ailment troubling transportation
lines to-day is "uncertainty." This seems like a some-
what intangible disease, more psychological than phys-
ical, but it is based on factors that have proved a
distinct drain on the physical well-being and growth of
the carriers.

For instance, for the last fifteen years there has been
a steady and disproportionate increase in operating ex-
penses which the carriers, except in years of great
depression, have been utterly unable to control. Yet it
cannot be ascertained what future expenses will be
enforced. Wages are now determined by arbitration
awards, but no principles have been established to fix
the relative amount of revenues to be disbursed to em-
ployees, while taxes are levied without any uniformity
or any reference to the other burdens imposed. Enor-
mous expenditures have been required for improved
property and equipment, and no one knows to what this
tendency will lead. There is no fixed standard for rate-
making, and regulatory and legislative requirements in
general show a lack of clear-cut and consistent prin-
ciples. Even when the premises in regulatory cases
have been well established commissions have in many
cases shown a tendency not to follow them to the legiti-
mate conclusions, with the result that the principles
upon which commissions might be expected to act in
the future have been much beclouded, and, as one clear-
sighted commissioner has said, nothing has been left
certain except uncertainty.

The condition is evident; what is the remedy? It
sounds absurdly simple to say, "Remove the uncer-
tainty," but it has taken the government years to decide
that the whole subject of railroad regulation needs a
deliberate and thorough study by a commission in order
that a definite declaration of principles may be made for
future guidance. We believe, with Mr. Lee, that no
work is more demanded now than a complete deter-
mination of the legal principles and economic doctrines
that are going to be applied for the depletion of trans-
portation revenues and the increase of transportation
expenses, whether they occur in steam or electric rail-

January 15, 1916]

ELECTRIC RAILWAY JOURNAL

113

way operation. The past has been burdensome, but
human nature is optimistic and all this can be forgotten
if the future is deemed to hold promise of improvements.
In several instances during the last two years there
have been sporadic efforts or at least evidences of passive
willingness to help transportation finances. We have
welcomed these as signs of a returning public sanity
on the railway question, but the need is general and
the remedy must be general.

As Commissioner Daniels pointed out in his dissent-
ing opinion in the Western rate case, regulation has
now reached the point where one of two courses ought
deliberately to be chosen and clearly announced. If, as
he says, despite increased costs not offset by increased
revenues, increases in rates are to be denied, except
where in individual cases gross injustice would be thus
occasioned, the carriers ought to be apprised of such a
policy so that they may find a remedy if they can. If,
on the other hand, commissions are to acknowledge in
general what they are compelled to admit in detail, then
just and reasonable increases should be permitted, not
grudgingly but with such fair measure of allowance as
will indicate that the transportation industry is entitled
in the interests of the public to earnings sufficient to pro-
vide a service commensurate with public needs. Which
plan is to be adopted? Are carriers to be allowed
increased revenues to cover increased expenses forced
upon them or incurred to the public benefit? If not,
are the carriers to be particularly devoid of any control
over those expenses that show the greatest tendency
to mount? In other words, what is the vital basis of
future regulation to be? Anything would be better
than uncertainty.

LARGE VS. SMALL ELECTRIC LOCOMOTIVES
Since the inception of electric operation for freight
trains the capacities adopted for electric locomotives
have been generally based upon the idea of providing
flexibility in operation through the use of numerous
small units, which could be coupled together for handling
heavy trains when desired, or operated alone for lighter
service. On the Norfolk & Western and St. Paul electri-
fications, however, the reverse of this principle obtains,
the locomotives being of such enormous size that they
cannot be operated in pairs at the head end of a train.
In fact, the provision of multiple-unit control connec-
tions for the locomotives are thus made actually un-
necessary, and the designers have, obviously, given up
the advantage, inherent in electric operation, of
"double-heading" locomotives without necessity for ad-
ditional engine crews and without the objections that
accompany the possibility of independent and conflict-
ing action on the part of the two enginemen required
under steam operation.

This apparent reversion to the practice of using ex-
tremely large units, which is necessarily imposed upon
steam railroads, is due not to a general tendency, as
might be inferred from the fact that two electrifications
have simultaneously adopted the same plan, but rather
to special conditions existing on the installations in
question. In one case the service is the equivalent of

switching and transfer operations on a gigantic scale,
not only as regards the capacities of the individual cars
that are handled but also because of the average size
of the strings of cars involved in all movements. In the
other instance the trains will be operated through a
sparsely-settled region where local traffic, in comparison
with the through business, approaches negligible pro-
portions, thus permitting the practical establishment of
a single standard tonnage for freight trains which may
be varied only by the introduction of pusher service
over ruling grades.

Neither of these conditions is representative of the
general average throughout the country. Under cir-
cumstances such as those found in the Middle West
for example, where way-station work is an important
feature of the daily operation, small units have a definite
place in the general scheme. Indeed, the use of a 250-
ton engine to spot empties at grain elevators or to
switch cars in and out of house tracks having o»d light-
weight rail and no ties to speak of would be incon-
gruous, to say the least. There is, in addition, an
inherent advantage in the small locomotive unit that
exists because of the possibility of accident or failure
of a motor or other part of the equipment. Obviously,
as the size of the locomotive decreases and the number
increases, the necessity for reserve equipment dimin-
ishes, and this consideration is indirectly more impor-
tant with the electric locomotive, in view of its always-
ready-to-run characteristics, than in the case of steam
operation, which requires reserve equipment in large
numbers in any event, because more than half of a
steam locomotive's time is regularly spent at the shop
or roundhouse.

Of course, neither one of these advantages accredited
to the small locomotive would offset any great increase
in the unit cost or price per pound of tractive effort,
which might be expected with a decrease in size. Yet
indications at present seem to point to a practically
constant relation between electric locomotive price and
power, so that a fleet of small engines would cost but
little more than a few large ones of the same total
hauling capacity. The St. Paul engines, for example,
weighing 282 tons complete, are reported to be worth
an amount which approximates 18.5 cents , per pound,
while from published reports on the Butte, Anaconda &
Pacific Railway — an installation with similar electrical
characteristics — it may be deduced that the 80-ton loco-
motives there in service cost almost exactly the same
pound price.

Here is an increase in bulk of some 350 per cent with-
out a material change in unit cost, and upon the basis
that this circumstance is representative of at least
approximately normal conditions, the flexibility afforded
by the small unit is not appreciably penalized by the
matter of cost. If subsequent experience, therefore,
bears out present indications the original practice estab-
lished in electrification, whereby locomotives of only
60 tons or 80 tons weight are adopted as a standard, will
be retained generally in future installations where
flexibility of operation is a consideration of any
importance.

114

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 3

New Car for Public Service Railway

After Careful Study of the Requirements on Certain Lines of This Property the Mechanical
Department Has Designed a Type of Car Which Seems to Meet These
Requirements — The Sample Car Which Is Herein Described Is Now
Undergoing Service Tests

By H. A. BENEDICT

Mechanical Engineer Public Service Railway, Newark, N. J.

THE Public Service Railway has just, completed and
put into operation in city service at Newark, N. J.,
a new car which embodies a number of interesting de-
partures in construction and equipment from the type
of car which has heretofore been considered the stand-
ard for this system.

The car body has a steel underframe built up entirely
of structural shapes and plates, the *4-in. x 20-in. sill
plates with reinforcing angles 2y2 in. x 2V2 in- x % in.
at the bottom and plates 2V2 in. x % in. at the top tak-
ing the entire load. The cross-members serve to stiffen
the frame and provide supports for the floor and ap-
paratus under the car. The load is transmitted from
the side sills to the trucks by cast-steel bolsters. The
steel platform knees are hung on yokes bolted to the
end sills, so that they may be easily removed in case a
platform is damaged in an accident. Drawbar strains

are transmitted directly to the bolsters through the cen-
ter platform knees, which are attached to the bolster and
to the drawhead.

The sill plates are stiffened by soft steel angles 2 in.
x lx/2 in. x Vs in., which serve also as pockets for the
ash side posts. The frame of the car body above the
sill plates is entirely of wood with the exception of
the carlines supporting the roof, which are made of
soft steel tees, 2 in. x 2 in. x % in.

The principal dimensions of the car are given in the
table on page 115.

The most striking innovation on the car is the com-
promise-type roof. This is made of %-in. Agasote in
eight pieces molded at the factory to the shape required.
The Agasote is bolted to the carlines and the joints are
covered with canvas imbedded in white lead to make
them water tight. To provide the necessary ventilation

NEW PUBLIC SERVICE RAILWAY CAR- — VIEW SHOWING COMPLETED SAMPLE CAR WITH MODIFIED MONITOR ROOF AND

FULLY-INCLOSED PLATFORMS

January 15, 1916]

ELECTRIC RAILWAY JOURNAL

115

Principal Dimensions of the New Public Service Car

Length over bumpers 50 ft. 10 in.

Length of body 36 ft. 6 in.

Width over side sills 8 ft. 2% in.

Width over posts 8 ft. 4 in.

Height over all lift. 9% in.

Rail to first step 14 m.

First step to platform 13% in.

Platform to floor of car 10% in.

Ramp in car 2V2 in.

Width of aisle 54 in.

Weight complete 45,900 1b.

Seated passenger capacity 50

eight specially designed Automatic ventilators are in-
stalled on the roof. Hunter route signs of special de-
sign, built into the roof, are used to indicate the line
over which the car is operating. Hunter destination
signs are placed one on each platform and one on each
side of the car at the rear end.

In the interior of the car two white enameled iron
pipes, one on each side of the car, are used to support
the leather hand straps, which are covered with Rico
sanitary hand-strap covers. The register rod and sig-
nal bell cord are installed one in each of the grab-strap
pipes to eliminate troubles due to passengers ringing
up fares and pulling the signal bell. Push buttons are
installed on each post for passenger signal to motor-
man. The seats are longitudinal, one on each side of
the car, and both the seats and backs are covered with
canvas-lined rattan. As there are no doors between the
car body and the platform, the bulkhead is cut away as
much as possible but still enough is left to protect the
seated passengers from drafts when the doors are
opened, and a white enamel grab handle is placed at
each side for the convenience of passengers moving to
and from the platforms.

The interior of the car is finished in natural cherry
and gray-white enamel, all of the woodwork being cherry
and the inside of the roof, the carlines and all fixtures
above the advertising racks being enameled.

Light is provided in the car body by thirteen 23-watt
Mazda lamps in a single row over the center of the
aisle, and each platform has five additional lamps on
separate circuits. Sixteen electric heaters thermostat-
ically controlled are provided to heat the car body, and
an additional heater is installed on each platform.

The platforms are arranged for pay-on-the-platform
operation, a dividing rail separating the boarding from
the alighting passengers and supporting the fare box
and a stool which may be used by either motorman or
conductor or swung out of the way. The register may
be operated either by foot or by hand. The doors are
all hand-operated and fold inwardly, the entrance and
exit doors being independent of each other. This is

NEW PUBLIC SERVICE CAR — INTERIOR LOOKING FORWARD

the standard platform arrangement for Public Service
Railway cars in city service. As there are no bulkhead
doors in the car, the motorman will not be allowed to
open the platform window in cold weather, so that a
double window was provided to prevent frosting on the
inside.

The car is equipped with folding steps which oper-
ate in conjunction with the doors. These are of a new
design, operated by cams, this method of operation being
selected to insure the steps being in their lowest posi-
tion before the doors are open wide enough to permit
a passenger to pass through. This will eliminate ac-
cidents, which occur with other types of folding steps
due to the passenger stepping on the tread when it is
partially raised.

The electrical equipment consists of four Westing-
house 307-CA motors of 40 hp. each and HL control,
the control being of the new type in which the switch
group and reverser are combined in one unit. This is
the first equipment of this type manufactured by the
Westinghouse Electric & Manufacturing Company and
put into service.

The trucks are the Standard Motor Truck Company's
C-50-P having a 6-ft. 1-in. wheelbase and inside-hung
motors. General Electric CP-27 compressor and straight
air-brake equipment, and H.B. life guards complete the
equipment. No arrangements have been made for train
operation.

NEW PUBLIC SERVICE RAILWAY CAR — PARTIAL PLAN AND ELEVATION OF UNDERFRAME SHOWING

METHOD OF SUPPORTING PLATFORMS

116

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 3

Fundamental Principles of Car Operation Efficiency

Company A

Company B

7 Slops per Mile
LengthofRun 751.3 Feet
Weight of Car Loaded 26 Tons
- Fquipm: 4-*340Westingh.Motons

Average Voltage 550
Gear Ratio 15:57 -26"Diam. Wheels
Level Tangent Track
4.140 h'W.-ttrs. per Car Mile
Acc.sBraking l.7M.PH.PS.
Length of Stop 7 Sec.
No Coasting

15 20 25 30

Time in Seconds

5 Stops per Mile
LengthofRun 1056 Feet
Weightof Car Loaded 23 Tons
Fguipm: Double*93-A Westingh.
Sear Ratio 19:68- Wheel ' 33"Diam.
Average Voltage 500
Level Tangent Track
2.672 HW.-Hrs per Car Mile
Accel. 8 Braking 0.75M.PH.PS.
Length of Stop 9.5 Sec
No Coasting

20 30 40 50

Time in Seconds

Fig. 1 — Speed-Time and Power-Time Graphs for No-Coasting Conditions

Fig.

Time in Seconds

2 — Speed-Time and Power-Time

Acceieration in M.PH.PS.
Coasting - Z ofSched. Time
KW-Hrs. per Car Mile
KWrtirs.Savedwith Coasting
Per Cent Power Saved

31.25 59.69 43:62 47.08

m7\36J2^9£6\)2M

Braking Rate Constant 0.75MMPS
Length of StopConstant 9.5Sec
LengthofRun 1056 Feet
Coasting Rate 0.tlM.PH.PS.

40 50 60

Time in Seconds
Graphs for Several Rates of Acceleration

I75r~ 35

15 20 25 30
Time in Seconds

150

<D
Cu
t/i

£ 75

<D
D_

E

< 50

25

30

3 X
x:

(r~ 0

Braking Rate in MMPSTVc '.so /.00U.25
Coasting-%ofSched. Time 1652 31.52 39.03\t3.0fy5.83
KW-ttrs per Car Mile 22% 2.002 1.890
KW.-ttrs.Saved with Coasting 9.376 9670 0.782
% Decrease in Power \l4.06 25.08y9.26 30.90l32.40
Acceleration Constant a75M.Pft.PS
' Length of StopConstant 9.5Sec
LengthofRun 1056 Feet
Coasting Rate 0./IM.PH.PS.

20 30 '40 JO 60
Time in Seconds

Fig. 3 — Speed-Time and Power-Time Graphs for Several Rates of Braking

175

10 15 20 25 30'
Time in Seconds

150

o!25

i 100

Q_
E

< 50

r- 35
30

i

125

Length of Stop in Seconds
Coosting-%of Sched.Time ]/2S7

KW.-Hrs. per Car Mile
~ KW-ttrs.5avedivith Coasting
% Decrease in Power

0.337 0472 0.569
I2.6l\t7.66\2/.30\24.'S5

0.75M.PH.RS.
Length of Run 1056 Feet
Coasting Rate 0.1/M.PH.PS.

20 30 40 SO 60 70
Time in Seconds

80

Fig. 4— Speed-Time and Power-Time Graphs for Several Durations of Stop

January 15, 1916]

ELECTRIC RAILWAY JOURNAL

117

Fundamental Principles of Car Operation

Efficiency

A Study of the Practical and Technical Principles Involved in the Use of the Time-Element
Factors in Railway Operation, Particularly in Determining the Most Economical Rates of
Acceleration, Braking and Speed from the Standpoint of Power and Platform Costs

By C. C. CHAPPELLE

Consulting Engineer and Vice-President Railway Improvement Company

EVERY traction company executive and his operating
staff are confronted with the necessity for increased
economies in operation on account of the greater cost
of money needed to meet the constant demand for new
capital, and because the general business depression
and the competition of the automobile tend to curtail
gross earnings. Obviously, increases in gross earnings
are not to be expected under conditions generally
existing.

In searching for means of reducing operating ex-
penses attention would naturally first be directed to the
motor, but the manufacturers of motor equipment can-
not be expected to secure efficiencies substantially higher
than those already obtained. Economies are, of course,
obtainable through reduction in weight of cars and
equipment, and the possibilities of one-man operation
are well recognized.

Unfortunately in the average case the investment in
present equipment is so large that it is rarely prac-
ticable to write off the cost of old equipment with
the economies obtainable from the new. It follows,
therefore, that the logical method of increasing net
earnings is to reduce operating expenses by securing
increased efficiency with either old or new equipment.

One of the greatest needs of the present time in the
railway field is a better understanding of the principles
involved in the attainment of the high efficiencies de-
sired, and of the practical application of these princi-
ples to the ordinary every-day operations of electric
railway systems.

The first point to remember in this connection is that
time is the essence of railroading before and after
construction. Success depends upon the efficiency with
which railway operations are performed in established
intervals of time.

In considering and analyzing the effective utilization
of time on a railway in operation we must apply the
same principles which are used in determining by cal-
culation the power and equipment requirements of a
railway prior to its construction.

In determining the capacity of the necessary power
plant and selecting the motor equipment for the rolling
stock of a projected road, speed-time and energy dia-
grams based on the proposed schedule speeds, average
number of stops per mile, etc., form the basis of the
calculations. This same method is applied by motor
manufacturers in determining the suitability of new
equipment for the average conditions of roads which are
actually in operation.

As a basis for such diagrams seven average operating
characteristics must be assumed or determined for each
car route of a system as follows:

1. The average weight, including average load, of
a typical car equipped with typical motors operating
with a given gear ratio.

2. The average schedule speed.

3. The average number of stops per mile.

4. The average length of a run, that is, 5280 ft.
divided by the number of stops per mile.

5. The average schedule time of a run, that is, the
time required to cover the average length of a run at
the average schedule speed, including the time con-
sumed in making the average stop.

6. The average trolley-wire voltage.

7. The average gradient and degree of curvature of
line.

With the above data in hand for two typical roads,
designated herein respectively as Company A and
Company B, the accompanying sets of diagrams
have been prepared to show the inter-relations of the
quantities which affect economical car operation. The
studies have been made for level and tangent track, but
the several factors shown will remain in the same rela-
tive proportions if modified to meet the condition of
average gradient and degree of curvature. Each study
embraces a series of sixteen diagrams and these have
been reproduced in such a way as to permit ready
comparison.

Each study begins with the "no-coasting" conditions
for the case in hand. These comprise the minimum
equal rates of "straight line" acceleration and of brak-
ing which will enable the car to cover the required dis-
tance in the length of time corresponding to the aver-
age schedule speed. The straight-line acceleration is
that which is determined by the rate of cutting out the
starting resistance. After the starting resistance is
all cut out the car continues to accelerate at a con-
stantly reducing rate as the motor counter electromotive
force rises. For the no-coasting there is a definite en-
ergy consumption, which can be readily calculated from
the voltage, current and duration of the "power on"
period.

Fig. 1, Company A case, shows the no-coasting condi-
tions for a 754.3-ft. run under conditions existing in
that city, while Fig. 1, Company B case, shows the
no-coasting conditions for a 1056-ft. run. In the first
case, 4.14 kw.-hr. per car-mile are required for a 26-ton
car making a schedule speed of 11.4 m.p.h. with seven
stops per mile. To do this without coasting requires
1.7 m.p.h.p.s. as the rate of acceleration and of braking.
The length of stop is seven seconds. In Company B
case the energy consumption is 2.672 kw.-hr. per car-
mile for a schedule speed of 10 m.p.h. with a 23-ton car,
five stops per mile and a stop of nine and one-half sec-
onds' duration. A lower rate of acceleration and brak-
ing, 0.75 m.p.h.p.s., is all that is required for no-coast-
ing conditions in this case.

Factors Affecting Energy Input
Before attempting to analyze the diagrams based
upon those for no-coasting conditions, it should be noted
that the energy input required to operate a car of
given weight and equipment, of given gear ratio, at a
given average schedule speed with a given average num-

118

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 3

Company A

Company B

O 40

£

V

or

—A
0

WW

Length of Run 754.3 Feet
Schedule Speed ll.40M.RH.

V

Per Cent Coasting Referred to Schedule Time

c
V)
a

3 40
o

J10
t

J0

s

A

W

Length of Run 1056 Feet
Schedule Speed IOM.RH.

s

Per Cent Coasting Referred to Schedule Time

Fig. 5 — Curves Showing the Relation of Power Saving to Per Cent Coasting

ForlsM.FMPSAccSBraking 6.5Sec.Stop
-For 2.0 • • • 6.0 ■ •
For 2.2 • • ■ 5.5 " ■

Per Cent
Coas,

28.150
40.40

KW.-Hrs.
ting CarMile

3.
2.712
2.490

1.055
1.428
1.650

Saved

25.52
34.50
39.90

Length of Run 7543 Feet
Sched.Speed n.40 MRU.
Coasting Rate 01 1 MRU PS
I

~l5 20 25 30

Time in Seconds

For 1.0 MM RS Ac
For 1.25 '
For 1.50 "
For 1.75 •

9.0 Sec Stop
8.5 • •
8.0 • ■
7.5 • •

RrCerrt

Ua'Jnx/

KW.-Hrs,
C&hhli

KW.-Hrs
Saved

%Pcmer
Saved

45.67
57.75
64.30
69.42

1. 730
1.510
1.401
1.346

0.942
1.162
1.271
1.326

35.23
43.48
47.55
49.60

-Length of Run 1056 Feet
Sched.Speed IOM.RH.
Coasting Rate 0.IIM.PH.PS.

20 30 40 50 60
Time in Seconds

Fig. 6 — Speed-Time and Power-Time Graphs for Several Rates of Acceleration and Braking and Durations of Stop

Length of Stop 6 Sec.
Accel. & Braking 2.0M.PH.PS r
Coasting Rote 0.llM.PH.PS. B

Length

of Run perMile

637 ft

Stops

Time
inSec.

24 32 40 48

Time in Seconds

Length of Stop 8 Sec.
AcelaBraking I.5IH.RH.PS
Coasting Rale O.llM.RHRS

Length

Stops

Time

of Run

perMile

in Sec.

630.5ft.

8.38

43

660ft.

8.00

43

719ft.

7.34

49

851ft.

6.20

58

1042ft.

5.07

71

20 30 40 50 60

Time in Seconds

Fig. 7— Speed-Time and Power-Time Graphs for Several Numbers of Stops Per Mile

20 30 40 50 60 70
Per Cent Coasting Referred to Schedule Time , ,

f LO 15 to 25 30 35 40 43

KW-Hrs. per CarMile

20 30 40 50 60 70

Per Cent Coasting Referred to ScheduteTirne

1.5 2.0 25 3j0

KW.-Hrs.perCar Mile

4J0

Fig. 8-

-Curves Showing the Relation of Stops Per Mile to Energy Consumption and Per Cent Coasting, and Per

Cent Coasting to Power Saving

January 15, 1916]

ELECTRIC RAILWAY JOURNAL

119

ber of stops per mile and a given average trolley voltage
is affected solely by the following factors: The dura-
tion of acceleration, the duration of braking, and the
duration of stops. It will be noted that all of these are
time-element factors. The effects of the variations in
these elements are illustrated in Figs. 1 to 6, in the
Company A and Company B diagrams.

Fig. 1 has already been explained. Fig. 2 shows how
coasting can be increased and power saved by increas-
ing the rate and decreasing the duration of acceleration.
Fig. 3 shows how similar results can be produced by in-
creasing the rate of braking. Fig. 4 shows how slight
decreases in the duration of stop permit increased coast-
ing and decreased power consumption. The results
illustrated in the preceding figures are exhibited in Fig.
5 in convenient form for study and show the relation
of per cent coasting to per cent energy saving by the
three individual methods of saving energy, that is, in-
creasing the rate of acceleration, increasing the rate of
braking and decreasing the duration of stops. The av-
erage ratio of per cent coasting to per cent energy sav-
ing, that is, the saving which could be expected from
suitable combinations of these three factors, is also in-
dicated in Fig. 5. This curve might be termed the
"coasting characteristic" for this particular case. The
results of combining all of the factors which contribute
to energy saving are illustrated in Fig. 6.

A study of the diagrams mentioned above demon-
strates the following as the effects of variation in these
time-element factors of acceleration, braking and dura-
tion of stop on the power input:

1. The maximum energy input and maximum speed
occur when these factors are such as to permit "no coast-
ing time."

2. The energy input and the maximum speed both de-
crease as the time of acceleration is decreased, that is,
as the rate of acceleration is increased. Obviously the
limitation for the rate of acceleration, within limits of
motor equipment, are the slipping of the wheels on the
one hand and the comfort of the passengers on the other.
In practice the discomfort of the passengers results
more from irregularity than rapidity of acceleration.

3. The energy input and the maximum speed obtained
both decrease as the time of braking is decreased, that
is, as the rate of braking is increased. The limitations
of braking are the skidding of the wheels and the com-
fort of the passengers. Here also the discomfort of the
passengers results more from irregular than rapid
braking.

4. The energy input and maximum speed attained
both decrease as the time consumed in the stop is de-
creased. The practical limitation for energy saving at
this point depends upon the facilities for boarding and
alighting, the alertness of the conductor as to signals
and the alacrity of the motorman in obeying or in even
anticipating such signals.

Relation of Energy Input to Coasting Time

A most important conclusion from the studies up to
this point, deduced from the data shown in Fig. 5, is
that as the time-element factors of acceleration, brak-
ing and duration of stop are varied, the corresponding
energy consumption is in inverse proportion to the coast-
ing time. These time-element factors solely and only can
affect the energy input required to operate a given car
and its equipment for given conditions of schedule
speed, with an average number of stops per mile, etc.

Up to this point the number of stops per mile has
been taken as constant. The next step is to consider the
practical conditions arising from a change in this quan-
tity. Figs. 7 and 8 of both Company A and Com-
pany B diagrams, have been prepared to show these

effects. The no-coasting conditions have been changed
so as to permit the original schedule speeds to be main-
tained with somewhat more than eight stops per mile
in each case. In the Company A case this proved to be
2 m.p.h.p.s. and in the Company B case iy2 m.p.h.p.s..
for acceleration and braking rates. The results are
shown in Fig. 8, in the two sets of diagrams.

Analysis of these results shows that by utilizing the
time-element factors of acceleration, braking and dura-
tion of stop on any selected basis, the maximum number
of stops per mile is obtained with the condition of no
coasting time, with corresponding maximum power in-
put and maximum speed attained. The energy input
and maximum speed attained both decrease, and the
coasting time increases, as the number of stops per mile
is decreased. Another important deduction is that the
increased percentage of coasting is practically propor-
tional to the decrease in energy consumed.

Relation op Schedule Speed to Power and
Platform Expense

The next step for consideration is the problem para-
mount in the minds of executives and transportation
managers, namely, that of determining the most efficient
schedule speeds. The solution of this problem can be
found by the methods previously used. Figs. 9 to 12,
in the two series of diagrams, have been prepared to
indicate the solution of the problem for the typical cases
selected for illustration.

Taking the same no-coasting conditions as in the pre-
ceding case but varying the duration of stops so as to
give greater values with fewer stops per mile, dia-
grams have been worked out for typical numbers of
stops per mile. The results show that with the time-
element factors of acceleration, braking and duration of
stop utilized on any selected basis, and a given average
number of stops per mile, the maximum schedule speed
is obtained with no coasting time, and with correspond-
ing maximum energy input.

The diagrams show further that energy input de-
creases and coasting time increases as the schedule
speed decreases, and that the per cent decrease in energy
input is in proportion to the increase in per cent coast-
ing. It should be noted, however, that the curves plotted
for per cent decrease in energy input referred to
per cent decrease in schedule speeds rise very rapidly,
particularly at low values of these quantities. In con-
sidering an increase in schedule speeds, therefore, we
must balance the increased cost of energy with the de-
creased cost of platform labor.

Figs. 13 to 15 in Company A and Company B diagrams
have been prepared to show the relation of energy con-
sumption in kilowatt-hours per car-mile to per cent
coasting and to schedule speeds; the relation of total
energy and platform expense to schedule speeds and the
relation of total energy and platform expense to the
per cent coasting.

The curves shown in these figures were plotted from
data tabulated in the accompanying tables III, IV, V,
VI, VII and VIII.

Coasting as a Necessary Factor in Economy

Figs. 13 to 15 summarize all that has gone before on
a cost basis. It is obvious that a certain amount of
coasting is necessary in any schedule. For any existing
or adopted schedule speed, additional coasting can only
mean increased efficiency under such schedule. It is ap-
parent, however, that for given car equipment, de-
pendent upon traffic conditions, there is a most econom-
ical schedule speed with its corresponding per cent
coasting resulting. The method for the solution of this
problem is shown clearly in the curves.

120

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 3

Company A

b

<u 60

<40

20 30 40 50 60 Time in Seconds
2.0 2.5 SO 3.5 4<?KW.-Hre. per Car Mile

Fig. 9 — Diagrams Showing Operating Conditions
For Several Schedule Speeds, with Five Stops Per
Mile

Company B

as

r 35

- 30

UI25

<u 75

25-

96 Time in Seconds
2tfKW-Hrs.perCarMile

Fig. 9 — Diagrams Showing Operating Conditions
for Several Schedule Speeds, with Three Stops
Per Mile

k too

$ 60

AO 48 Ti me in Seconds
3.5 4<?KW-Hrs.perCorMile

Fig. 10 — Diagrams Showing Operating Conditions
for Several Schedule Speeds, with Seven Stops
Per Mile

175

150

J25
o

^100
i_

o.

01

Q.

E 50
<C

25

60 Time in Sec.
250 KW-Hrs.oerCorMile

Fig. 10 — Diagrams Showing Operating Conditions
For Several Schedule Speeds, with Five Stops Per
Mile

120-

■=100

£ 60

20

° 5 10 15 20 25 '30 Time in Seconds

1.0 1.5 2.0 2.5 3.0 3.5 4.0 KW-Hrs.perCarMile

Fig. 11 — Diagrams Showing Operating Conditions
for Several Schedule Speeds, with Ten Stops Per
Mile

Sched Speed in M.PH.
XDecrease in SchedSpeed
Coasting- %af Sched. Time
~ KW-Hrs. per Car Mile
KW.-HrsSaved with Coasting
% Decrease in Power

- ISM

- 2245

3.08\2546
1332

543645.205438

Length of Pun S86.6Feet
LengthofStop 6Seconds
Acc.8 Braking I.5M.PH.R5.
Coasting Rate CUlM.en.RS

175

150

,125

< 50

25

0 0 5 Id IS 20 25 30 Time in Seconds
1.75 2.00 2.25 2.50 2.75 3.00 J,?5KW-Hrs.perCarMile

Fig. 11 — Diagrams Showing Operating Conditions
for Several Schedule Speeds, with Nine Stops Per
Mile

I7.5r 70

10 20 30 40 50 60 70 80
, , Coasting in % of Schedule Time
0 5 10 15 20 25 30 35-44 4
Percent Decrease in Schedule Speed

Fig. 12 — Curves Showing Operating Conditions
Compared with No-Coasting Conditions with
Five, Seven and Ten Stops Per Mile

-oi2

v 8

-mo

■4~ o

70 20 30 40 50 60 70

Coasting in % of Schedule Time |
5 10 15 20 25 30 35 40
Percent Decrease in Schedule Speed

45

Fig. 12 — Curves Showing Operating Conditions
Compared with No-Coasting Conditions with
Three, Five and Nine Stops Per Mile

January 15, 1916]

ELECTRIC RAILWAY JOURNAL

121

Fig. 13 contains curves which form a summary of
the data in the preceding four figures in each set of
diagrams, and they show definitely the relation of en-
ergy consumption to per cent coasting and schedule
speed respectively for three numbers of stops per mile.
By combining with this information the cost of energy
and platform labor for the case in hand it is possible
to put the study upon a cost basis.

In Fig. 14 two sets of operating cost curves are
plotted, one with costs plotted against schedule speeds
and the other with costs plotted against per cent coast-
ing. These are shown on the basis of 0.75 cent per
kilowatt-hour energy cost, and 54 cents per hour plat-
form labor cost in one case and 0.7 cent and 60 cents,
respectively, in the other. In each curve there is a
minimum value which is obviously the best one for the
given number of stops per mile. In order to emphasize
these minimum cost values, curves are drawn through
the minimum values of the two sets of curves respec-
tively.

In Fig. 15 the same data are plotted so that the most
economical schedule speed can be read directly for
any desired number of stops per mile and the corre-
sponding per cent of coasting, combined power and plat-
form labor cost and energy consumption are shown by
curves plotted against number of stops per mile.

Both Fig. 14 and 15 show that when the schedule
speeds are determined with relation to economical re-
sults, coasting must result and that the amount of
coasting which corresponds to the most economical
schedule speed is approximately the same in per cent
over a wide range in the number of stops per mile.

Energy Input a Misleading Measure of Efficiency

Referring to Fig. 13 of Company A diagrams we
note that for 40 per cent coasting with five stops per
mile the energy input is 2.4 kw.-hr. per car-mile, with
a schedule speed of 13 m.p.h. For 40 per cent coast-
ing with seven stops per mile the energy input is 2.65
kw.-hr. per car-mile with a schedule speed of 11.64"
m.p.h. For 40 per cent coasting with ten stops per
mile, the energy input is 3.21 kw.-hr. per car-mile with
a schedule speed of 9.94 m.p.h. Now the number of
stops per mile selected for illustration, with the corre-
sponding schedule speeds, are representative of the
range in these quantities actually encountered for vary-
ing densities of non-rush-hour and rush-hour conditions.
For the above enumerated stops per mile and corre-
sponding schedule speeds, motormen showing coasting
records of 40 per cent on that equipment are all operat-
ing at equal actual efficiency, even though the conditions
of operation vary widely, as enumerated. The coast-
ing record of the motorman, therefore, is the correct
relative measure of his actual efficiency for variations
in the number of stops per mile or in the schedule speed
that must necessarily arise in practical operation.

On the other hand, the measurement of only the
energy input of the car is an incorrect and misleading
measure of the motorman's actual efficiency where the
number and duration of stops or schedule speeds are
variable. Efficiency in this connection means nothing
unless analyzed in reference to the component time-
element factors controlling the energy input, for as we
have noted in the above illustrations, this may vary
from 2.4 kw.-hr. to 3.21 kw.-hr. per car-mile, although
the true efficiency of the motorman is exactly the same.

The incorrectness of conclusions based upon energy
measurements where the number and duration of stops
are variable is further illustrated by reference to
Figs. 4 and 8 of Company B diagrams. In Fig. 4,
with 10 m.p.h. schedule speed, five stops per mile of
eight seconds' duration each, and acceleration and brak-

ing respectively % m.p.h.p.s., the per cent coasting is
seen to be 21 V2 and the energy input 2.1 kw.-hr. per
car-mile. In Fig. 8 with the same schedule speed, 7.18
stops per mile of the same duration and twice the rate
of acceleration and braking, the per cent coasting is
seen to be 42 and the energy input 2.1 kw.-hr. per car-
mile.

Based on power input measurement the performance
of the motormen is exactly the same in the two cases,
yet everyone knows that the additional stops in the sec-
ond case require additional energy. By the efficient util-
ization of the time-element factors of acceleration and
braking the motorman in the second case used the same
energy input as did the one in the first case, but the
percentage of coasting resulting was approximately
double, even with additional stops. Had the motorman
in the first case used IV2 m.p.h.p.s. acceleration and
braking, as was done in the second case, the percentage
of coasting would have been 64.3 and the energy input
1.4 kw.-hr. per car-mile.

Coasting the Correct Relative Measure of
Actual Efficiency

The actual efficiency, based upon the inherent prin-
ciples involved in operating any given car under given
conditions, is dependent upon the effective utilization
of the controlling time-element factors.

For further better understanding of the factors
affecting the motorman's actual efficiency Fig. 17 has

175

150

125

'■100

P 75

< 50

25

35
30

s_

o25

Wt.ofCar+Av. Load

=23Tons
Equipm:Double*S3A

Westinghouse
Gear Ratio I9:6833r/h
Ay. VoltageSOOv
Level Tangent- Tr.

Motormen
Run Number
5tops per Mile
Acc.&BrakRate

Ccast.-tofSch.Time 6430 543

1728

KW.-Hrs.perCarM\ 1.401

424S424517.70

21500.00

2.152 IS2S2290\W3\3.3I
Length of 5 top Constant' 8 Sec.
WifhAv.Sched. Speed of lOM.Pfl.
For Length of Run IOS6'(S5t. PMJSck Tke-72s.

'51.4'

30 40 50 .60
Time in Seconds

Pig. 17 — Speed-Time and Power Graphs for Five, Six and Seven
Stops per Mile for Several Rates of Acceleration and Braking at
Constant Schedule Speed

been prepared, showing speed-time and power diagrams,
for common variations encountered under the simplest
conditions of operations, i.e., a constant schedule speed,
with assumed equal duration of stops for the average
number of stops per mile. In Fig. 17, seven typical runs,
numbered 1 to 7, are shown, the number of stops per
mile being either five, six or seven and, as indicated,
each stop being of eight seconds' duration.

It is to be noted from Fig. 17 that, for like number of
stops per mile, the per cent coasting increases and the
power input decreases, dependent upon the increase in
acceleration and braking rates. Now, assume these
Runs 1 to 7 are made respectively by motormen A to G.
Assume further that, as in the case in practice, nothing
is known as to the number of stops per mile, the only
known quantity being the schedule speed. Under such
conditions suppose the performance of these motormen
on their respective runs to be checked, on the one hand,
by coasting measurements and, on the other hand, by
measurement of the power input. Which method of
checking would indicate the correct relative measure of
the respective motormen's actual efficiency?

122 ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 3

Company A

Company B

Per Cent Coasting
Number of5tops per Mile
Corresp.KW.-ttrsperCarMik

40

s

2A0 i
I3j03\
md II

10 40
7 10
6S 3.22
.64 9.90

c

irnespor

dingSched.Speea
From Figs. 9, 10

9-

>

~& — 71

0 10 20 30 4
Coasting in 1

0 50 . 60 70 80 30 10
■b of Schedule Time

8 9 10 II 12 IS
Schedule Speed in Miles per Hour

Fig. 13 — Curves Showing the Relation of Power
to Schedule Speed and Per Cent Coasting for
Five, Seven and Ten Stops Per Mile

'10 ZO SO 40 50 60 70. 80 90 100
Coasting in % of Schedule Time

7 8 9 Id tl 12 . 13. « 15 16 f7
Schedule Speed in Miles per Hour

Fig. 13 — Curves Showing the Relation of Power

to Schedule Speed and Per Cent Coasting for
Three, Five and Nine Stops Per Mile

7.0r a 9.5

%60

CD
Q_

E

fcZO
a

60 70

Coasting in of Schedule Time
8 9 . 10 II 12 13
Schedule Speed in Miles per Hour

14 15

Fig. 14 — Curves Showing the Relation of Power
and Platform Expense to Per Cent Coasting and
Schedule Speed, for Five, Seven and Ten Stops
Per Mile

835-

_3J / 1
QIO
9

.-£
CP

-of
dS

a

"o 6

Pi

wer 4

Ct.per

KW.-Hr. Platform Fapense
35tops perMiie 1

s4Cr.pt

r/fc

D.'.'ip

95/ops

perm/e
perMile-

L|

■

<o°l&

5tin9

T§

<^

f'ho -

IN?

-JSs

to % Coastinn

'50

50 60 70 80 90

Coasting in % of Schedule Time

9 10 II 12 13 14 15'
Schedule 5peed in Miles per Hour

Fig. 14 — Curves Showing the Relation of Power
and Platform Expense to Per Cent Coasting and
Schedule Speed, for Three, Five and Nine Stops
Per Mile

a. 14
*r>
_cd

■fj 13

CD
JZ

Mr

o
o

'W11

70

<±
>n

"§«

x:
o

>

oi5

3 5
S35

^'32
ihi

83.0

32.6
&
n

^ZZ

Q

<->2.0

5H9.5

39.0

Power iCr.perKW.-tlr PlatformEip. SOO.perHr.
For s. TSiOSlopsperMile, Length of Stop is 7,6ss5ec,resp
_ AecSBralvnglbte 2.0M.PHB. CwsrirgRale ailMJMi
Wt. of Car with Aver Pass. Load 26 Tons

-0/5

CD
CD
CL

3

xs

£13

o

wz

E
o

R//

5 6 7 8 9 10 II
Number of Stops per Mile

.55

50x^275

o40

^35

630
o
O

O ?r

Q20

'.2.50

±1.75
g:

$1150

3/J

3 4 5 6 7
Number of Stops per Mile

Fis

15 — Curves Showing the Most Economical Schedule Speed and Corresponding Cost and
Energy Consumption for Different Numbers of Stops Per Mile

70

2
<

c

e

^40
£30

*-20

I A?
<

15 20 25 30
, Time in Seconds

30 40 50 60 70 80 90
Percent Coasting

S.60
E

<

c
<D

C40
U

p>
a

CD

^20

^175

15 20 25 30
Time in Seconds

10 20 30 40 50 60 70 80
Percent Coasting Referred to Sched.Time

. 3

Fig. 16 — Diagrams of Heating Currents Corresponding to Different Operating Conditions

Shown In Fig. 6

January 15, 1916]

ELECTRIC RAILWAY JOURNAL

123

The standing rating of the respective motormen can
be stated as follows :

1. Basis of actual efficiency. Since the best efficiency
for each respective number of stops per mile occurs
with the highest rates of acceleration and braking, all
motormen operating with such highest rates can be
rated as "Par" and the remaining motormen rated the
"Per cent below par," which the power actually used
exceeds in per cent the power which would have been
used had the highest, or "Par," rates of acceleration
and braking been utilized.

2. Basis of per cent coasting determined from the
measurement of the coasting time.

3. Basis of power input measured by meter, the
motorman using the minimum power input (kw.-hr. per
cm.) being rated as "Par" and the remaining motormen
being rated the "Per cent below par" which their re-
spective values of kw.-hr. per cm. actually used ex-
ceeds the minimum or "Par" value of kw.-hr. per cm.

4. Basis of motorman's index number determined
from metered measurements of the power input; each
motorman's index number being the ratio of the kw.-hr.
per cm. used by such motorman to the average of the
kw.-hr. per cm. of all the motormen.

Table I shows a tabulation of the rated standings of
the several motormen on the respective foregoing basis
for ratings.

From Table I it is to be noted the rated standing of
the respective motormen, based on the per cent coast-

Table I — Tabulation op Rated Standing op Motormen, A to G,
Whose Operations Are Shown by the Diargams op Pig. 17
1. Basis
Actual
Efficiency
A — Par
B — Par

C — Par

D — 11.4 per cent

below par
E — 43.5 per cent

below par
P — 50.1 per cent

below par
G — 53.8 per cent

below par

ing, is relatively correct, compared with the rated
standing on the basis of actual efficiency; the discrep-
ancies being that though the actual efficiency of motor-
men A, B and C is the same, the rated standing on the
basis of per cent coasting differentiates as shown.

This differentiation is desirable, for results in prac-
tical operation show that the motorman tends to accel-
erate and brake at rates proportioned to the traffic re-
quirements, instead of the efficient rates, unless his op-
erations are effectively checked. From Fig. 17 it is to
be noted that the stops per mile for A were less than for
B, whose stops in turn were less than those of C. The
tendency in practice would have been for B to operate
less efficiently than C, and A even less than B in ref-
erence to the controlling time-element factors. There-
fore, the psychological and practical effect is good if
A and B are given credit, in their rated standing, as
is done by the per cent coasting rating, for their efficient
operation under the easier traffic conditions.

Economic Advantages of the Skip-Stop Plan

The enormous advantages to the public and the rail-
way from the utilization of the skip-stop plan are illus-
trated by data taken from Figs. 13 to 15 of Company
A diagrams for seven and ten stops per mile. The
following table shows the results of eliminating three
stops per mile.

Table II shows that the reduction from ten to seven
stops per mile results in making available for the pub-
lic 20.2 per cent more service, with 20.2 per cent saving
in time due to increased rapid transit, at an approx-

2. Basis

3. Basis

4. Basis

Per Cent

Power

Index

Coasting

Input

Number

A — 64.3

A — Par

A — 1.520

B — 54.9

B — 23.3 per cent

B — 1.232

below par

C — 42.45

D — 37.4 per cent

D— 1.106

below par

P — 42.45

F — 50.1 per cent

F — 1.012

below par

E— 27.7

C — 53.6 per cent

C— 0.989

below par

F — 21.5

E — 63.4 per cent

E — 0.930

below par

G— 0

G — 136.2 per cent

G— 0.640

below par

imate additional cost of only 1.6 per cent to the rail-
ways, on the basis of 4000 car-hours operation per car
per year.

A similar study of Company B curves shows that,
based on 4000 hours of operation per car per year, a
reduction from seven to five stops per mile results in
15.7 per cent more available service for the public with
15.7 per cent saving in time, at only 0.7 per cent addi-
tional cost.

In concluding this part of the subject, it should be
noted that while the curves in Fig. 15 show the most
economical schedule speeds for given numbers of stops
per mile, together with the corresponding most econom-
ical energy and platform expense, based on given energy
and platform labor costs and for a given equipment, sim-

Table II-

-Showing Gains by Reduction in Number of Stops

Ten Stops Seven Stops Per Cent

Per Mile

Per Mile

Increase

Most economical schedule speed

9.48

11.4

20.2

Corresponding total energy and

platform cost per car-mile,

8.32

7.03

15.5*

Total car-miles per car per year,

based on 4000-hr. operation...

37.920

45,600

20.2

Energy and platform labor cost

per car per year, basis 4000 hr.

$3,154.92

$3,205.68

1.6

•Decrease.

ilar curves can be determined and constructed for any
combination of expense rates. The important, domi-
nating principle demonstrated by the curves is that the
determination of conditions yielding best economy car-
ry with them such utilization of the time-element fac-
tors that coasting time must result.

It would not be right to leave this phase of the sub-
ject without considering the effect of variation in the
time-element factors upon the heating of the motor
equipment. Fig. 16, for Company A and Company B
conditions, shows the results of studies made to deter-
mine this heating effect. In each case the square of the
current, to which the heating is proportional, is plotted
against time, and the average heating current is plotted
against per cent coasting. The curve between the aver-
age heating current and per cent coasting shows that
the results already described can be secured without ex-
ceeding the equipment limitations.

Questions may also be raised as to the effect of the
rheostatic losses on the results and as to the effect of
short-period, high-rate acceleration on the power plant.
The construction and analysis of speed-time and power
diagrams based on the maximum deviation of series op-
eration with maintenance of schedule speeds for any
average condition, will dispel any illusion that rheostatic
losses may more than offset efficient utilization of the
time-element factors hereinbefore discussed.

Reduction in Demand on Generating Station and
Distribution System

That the adoption of a high rate of acceleration will
not increase the demand on the power plant, substation
equipment, etc, follows from the fact that the duration
of the acceleration current and the required average
current both decrease as the rate of acceleration in-
creases. As the current peaks produced by the different
cars occur at different times, when the diversity factor
of the usual number of cars operated is considered it
is apparent that only the sum of the reduced average
currents is drawn from the power plant.

As generating and substation equipment ratings are
usually based on hourly output, the average current
drawn from, or the "demand" upon such equipment, for
the usual rating periods of time, will be reduced approx-
imately by the same percentage as the efficiency is in-
creased by the efficient utilization of the controlling
time-element factors, herein discussed. It is further

124 ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 3

Tables III to VIII — Analysis of Relation of Energy and Platform Expense

Based on variable schedule speed with efficient coasting, determined
from time-speed and energy diagrams. Track level and tangent

Compavv A — Motor Car Without Trailer

Weight with average load, tons 26

Gear ratio 15: 57

Line voltage 550

Wheel diameter, inches , 26

Rate of acceleration and braking, m.p.h.p.s 2

Energy cost, cent per kilowatt-hour 0.7

Platform labor cost, cents per hour 60

Table III

Stops per mile 5

Duration of stop, seconds 7

Combined

Schedule Cost of Platform Power and

Speed, Per Cent of Kilowatt- Power Expense Platform

Miles Coasting Hours per Car- per Car- Expense

per Hour Possible per Car-Mile Mile, Cents Mile, Cents per Car-
Mile, Cents

9.00 77.70 1.35 0.95 6.67 7.62

10.90 65.60 1.68 1.18 5.50 6.68

12.40 51.00 2.08 1.46 4.84 6.30

13.31 31.65 2.66 1.86 4.51 6.37

13.80 None 3.53 2.47 4.35 6.82

48.71 kw.-hr-
25. ~V kw.-hr.
?2.92 kw.-hr.
58. 8 percent
11.3 per cent

With 13.80 m.p.h. schedule speed, total energy per car-hour is.
With 12.40 m.p.h. schedule speed, total energy per car-hour is.
Excess power per car-hour for 13. >*0 m.p.h. over 12.40 m.p.h. is.
Or excess power for 13.80 m.p.h. over energy for 12.40 m.p.h. is.

But 13.80 m.p.h. schedule speed in excess of 12.40 m.p.h. is

Nine cars at 13.80 m.p.h. make 124.20 car-miles, using. .438.39 kw.-hr. per hour
Ten cars at 12.40 m.p.h. make 124.00 car-miles, using. . .257.90 kw.-hr. per hour
Saving in kilowatt-hour output per hour for ten cars at

12.40 m.p.h. over nine cars at 13.80 m.p.h. schedule

speed, both making approximately the same car-miles

and hence running on the same headway, is 180. 49 kw.-hr. per hour

Or as offset to investment for one additional car there is required an investment
for 180 kw. in power plant and distribution system.

Table IV

Stops per mile 7

With 12.35 m.p.h. schedule speed, total power per car-hour is . . . .49. 27 kw.-hr.
With 11.42 m.p.h. schedule speed, total power per car-hour is . . . .28. 78 kw.-hr.
Excess power per car-hour for 12.35 m.p.h. over 11.42 m.p.h. is. . .20. 49 kw.-hr.
Or excess power for 12.35 m.p.h. over power for 1 1.42 m.p.h. is .. .71. 2 percent

But 12.35 m.p.h. schedule speed in excess of 11.42 m.p.h. is 8.1 percent

Ten cars at 12.35 m.p.h. gives 123.5 car-miles using. . . .492.76 kw.-hr. per hour
Eleven cars at 11.42 m.p.h. gives 125.6 car-miles using. 316. 56 kw.-hr. per hour
Saving in kilowatt-hour output per hour for eleven cars
at 11.42 m.p.h. over ten cars at 12.35 m.p.h., schedule
speed, both making approximately the same car-
miles and hence running on the same headway is. . . .176.20 kw.-hr. per hour
Or as offset to investment for one additional car there is required an investment
for 176 kw. in power plant and distribution system.

Table V

10

5

Combined

Schedule

Cost of

Platform

Power and

Schedule

Speed,

Per Cent of

Kilowatt-

Power

Expense

Platform

Speed,

Per Cent of

Miles

Coasting
Possible

Hours

per Car-

per Car-

Expense

Miles

Coasting

per Hour

per Car-Mile

Mile, Cents

Mile, Cents

per Car-
Mile, Cents

per Hour

Possible

7.34

71.40

1.90

1.33

8.17

9.50

7.84

61.15

8.57

60.40

2.37

1.66

7.00

8.66

8.70

50.55

9.47

48.25

2. 82

1.97

6.34

8.31

9.42

37.90

10.29

26.85

3.78

2.65

5.83

8.48

9.88

22.46

10.57

None

4.95

3.47

5.68

9. 15

10.04

None

With 10.57 m.p.h. schedule speed, total power per car-hour is. . .52.3° kw.-hr.
With 9.47 m.p.h. schedule speed, total power per car-hour is. . . 26 . 70 kw.-hr.
Excess power per car-hour for 10.57 m.p.h. over 9.47 m.p.h. is. .25. 02 kw.-hr.
Or excess power for 10.57 m.p.h. over power for 9.47 m.p.h. is. .9">.9 percent

But 10.57 m.p.h. schedule speed in excess of 9.47 m.p.h. is 11.6 per cent

Nine cars at 10.57 m.p.h. gives 95.13 car-miles using 470. 88 kw.-hr. per hour

Ten cars at 9.47 m.p.h. gives 94.70 car-miles using 267. 10 kw.-hr. per hour

Saving in kilowatt-hours output per hour for ten cars at

9.47 m.p.h. over nine cars at 10.57 m.p.h. schedule

speed, both making approximately the same car-miles,

and hence running on the same headway is 2C3.88 kw.-hr. per hour

Or as offset to investment for one additional car there is required an investment
for 203 kw. in power plant and distribution system.

Company B — Motor Car Without Trailer

Weight with average load, tons 23

Gear ratio 19:68

Line voltage 500

Wheel diameter, inches 33

Rate of acceleration and braking, m.p.h.p.s 1.5

Energy cost, cent per kilowatt-hour 0.75

Platform labor cost, cents per hour 54-

Table VI

Stops per mils 3

Duration of stop, seconds 10

Combined

Schedule Cost of Platform Power and

Speed, Per Cent of Kilowatt- Power Expense Platform

Miles Coasting Hours per Car- per Car- Expense

per Hour Possible per Car-Mile Mile, Cents Mile, Cents per Car-
Mile, Cent*

9.84 78.25 0.90 0.67 5.49 6.16

11.67 68.88 1.04 0.78 4.63 5.41

13.34 55.25 1.26 0.94 4.05 4.99
14.50 39.88 1.46 1.09 3.72 4.81
14.63 37.28 1.56 1.17 3.69 4.86

15.35 None 2.21 1.66 3.52 5.18

With 15.35 m.p.h. schedule speed, total power per car-hour is. . .33.92 kw.-hr.
With 14.50 m.p.h. schedule speed, total power per car-hour is. . .21. 17 kw.-hr.
Excess power per car-hour for 15.35 m.p.h. over 14.50 m.p.h. is. .12.75 kw.-hr.
Or excess power for 15.35 m.p.h. over power for 14.50 m.p.h. is.. 60. 2 percent

But 15.35 m.p.h. schedule speed in excess of 14.50 m.p.h. is 5.9 percent

Seventeen cars at 15.35 m.p.h. gives 260.95 car-miles

using 576.64 kw.-hr. per hour

Eighteen cars at 14.50 m.p.h. gives 261.00 car-miles

using 381 . 06 kw.-hr. per hour

Saving in kilowatt-hour output per hour for eighteen

cars at 14.50 m.p.h. over seventeen cars at 15.35

m.p.h. schedule speed; both making approximately

the same car-miles, and hence running on the same

headway, is 195.58 kw.-hr. per hour

Or as offset to investment for one additional car there is required an investment
for 195 kw. in power plant and distribution system.

Stops per mile

Duration of stop, seconds.

Table VII

Combined

Combined

Schedule

Cost of

Platform

Power and

Schedule

Cost of

Platform

Power and

Speed,

Per Cent of

Kilowatt-

Power

Expense

Platform

Speed,

Per Cent of

Kilowatt-

Power

Expense

Platform

Miles

Coasting

Hours

per Car-

per Car-

Expense

Miles

Coasting

Hours

per Car-

per Car-

Expense

per Hour

Possible

per Car-Mile

Mile, Cents

Mile, Cents

per Car-

per Hour

Possible

per Car-Mile

Mile, Cents

Mile, Cents

per Car-

Mile, Cent*

Mile, Cent*

8.03

75.50

1.46

1.02

7.47

8.49

8.00

77.08

1.09

0.82

6.75

7.57

9.89

63.45

1.89

1.32

6.07

7.39

9.23

70. 10

1.22

0.91

5.85

6.76

11.42

43.35

2.52

1.76

5.25

7.01

10.58

59.27

1.45

1.09

5.10

6.19

12. 06

25.55

3.11

2.18

4.97

7.15

11.61

45.65

1.76

1.32

4.65

5.97

12.35

None

3.99

2.79

4.86

7.63

12. 05

36.80

1.96

1.47

4.48

5.95

12.41

28.32

2.14

1.60

4.35

5.95

12.79

None

2.87

2.15

4.22

6.37

With 12.79 m.p.h. schedule speed, total power per car-hour is ... 36. 7] kw.-hr.
With 12.05 m.p.h. schedule speed, total power per car-hour is. . .23.6? kw -hr.
Excess power per car-hour for 12.79 m.p.h. over 12.05 m.p.h. is. .13.09 kw -hr.
Or excess power for 12.79 m.p.h. over power for 12.05 m p.b . is. .55.4 per cent

But 12.79 m.p.h. schedule speed in excess of 12.05 m.p.h. is 6. 1 1 percent

Seventeen ears at 12.79 m.p.h. gives 217.43 car-miles

using 624.07 kw.-hr. per hour

Eighteen cars at 12.05 m.p.h. gives 216.90 car-miles

using 425.16 kw.-hr. per hour

Saving in kilowatt-hour cutput per hour for eighteen

cars at 12.05 m.p.h. over seventeen cars at 12. "9

m.p.h. schedule speed; both making approximately

the same car-miles, and hence running on the same

headway, is 198.91 kw.-hr. per hour

Or as offset to investment for one additional car there is required an investment

for 198 kw. in power plant and distribution system.

Table VIII

Stops per mile 9

Duration of stop, seconds 6

Kilowatt-
Hours
per Car-Mile

Cost of
Power
per Car-
Mile, Cents

1.33
1.60
1.91
2.31
2.91

Platform
Expense
per Car-
Mile, Cents

6.89
6.21
5.73
5.46
5.38

Combined
Power and
Platform
Expense
per Car-
Mile, Cents
8.22
7.81
7.64
7.77
8.29

With 10.04 m.p.h. schedule speed, total power per car-hour is. . .38.96 kw.-hr.

With 9.42 m.p.h. schedule speed, total power per car-hour is. . . 24. 02 kw.-hr.

Excess power per car-hour for 10.04 m.p.h. over 9.42 m.p.h. is. . .14.94 kw.-hr.

Or excess power for 10. Of m.p.h. over power for 9.42 m.p.h. is. . .62. 2 per cent

But 10.04 m.p.h. schedule speed in excess of 9.42 m.p.h. is 6.6 per cent

Fifteen cars at 10.04 m.p.h. gives 150.60 car-miles

using 584.40 kw.-hr. per hour

Sixteen cars at 9.42 m.p.h. gives 150.72 car-miles using.384.32 kw.-hr. per hour

Saving in kilowatt-hour output per hour for sixteen cars
at 9.42 m.p.h over fifteen cars at 10.04 m.p.h. sche-
dule speed; both making approximately the same car-
miles, and hence running on the same headway, is. .200.08 kw.-hr. per hour

Or as offset to investment for one additional car there is required an investment
for 200 kw. in power plant and distribution system.

ELECTRIC RAILWAY JOURNAL ^ 1^ 3i>

125

January 15, 1916]

apparent from a study of the several speed-time and
power diagrams that the investment for an efficiency
checking system will be offset many fold by the value
of the generating station, distribution system, and sub-
station capacity, unrequired or available for other pur-
poses, due to the reduction of the demand thereon.

Summary and Conclusions

By way of summarizing and emphasizing the results
of the foregoing analysis of efficiency of car operation
the following may be of interest:

1. The power input necessary to operate a given car
and equipment at a given average schedule speed and
with a given number of stops per mile is solely depend-
ent upon the efficient utilization of the time-element fac-
tors; acceleration braking and duration of stop.

2. The effect on the power input of variation in these
time-element factors is in proportion to the coasting
time, and the increase in per cent coasting is in propor-
tion to decrease in per cent energy consumption.

3. Since efficient utilization of power for given condi-
tions is solely determined by these time-element fac-
tors, the correct method of checking the motorman's
efficiency in the use of power is by a system giving him
a positive, authentic record of his efficient utilization of
these factors, which as explained above, is measured
by the coasting time and the per cent coasting.

4. Equipped with such a correct method of checking
efficiency, the motorman has only to handle his equip-
ment and to take advantage of physical conditions en-
countered in operation so as to obtain the greatest pos-
sible coasting time, with maintenance of schedule time,
on each trip of his run. The coasting time can be in-
creased only by the motorman's efficient utilization of
the time-element factors of acceleration, braking and
duration of stop, these being the only factors under his
control that can affect power input.

5. The economical schedule speed for given condi-
tions is also dependent upon the efficient utilization of
the time-element factors, and to be economical the
schedule must be such as to permit of coasting.

6. The average number of stops per mile, considered
in connection with the efficient utilization of the time-
element factors, determines the limitations of possible
schedule speeds with a given equipment. It is there-
fore necessary in determining the economical schedule
speed to secure definite data in practical operation of
the average number of stops per mile and the average
duration thereof.

7. The per cent coasting is the measure of the cor-
rectness of the relation of the controlling time-element
factors for any given number of stops per mile and
schedule speed, and of the motorman's efficiency with-
out regard to the variation in number of stops per mile
and schedule speed encountered in practice.

As was stated earlier in this paper, there is no ques-
tion as to the necessity for efficiency in operating an
electric railway property. Gross earnings can hardly be
increased under existing conditions, and, therefore, net
earnings can be increased only by the reduction of oper-
ating expenses, which is a condition and not a theory
that confronts us. In the solution of the problem of
securing greater efficiency, practical and technical anal-
ysis must be applied to the only factors that control and
determine results. As demonstrated hereinbefore, the
laws governing these factors are based on known prin-
ciples, and deductions based on the applications of
these principles are correct to the certainty of the pro-
verbial "death and taxes."

No railway executive or engineering staff questions
the reasonable certainty of obtaining calculated effi-
ciencies and results from the large investment involved

in a new power generating station, yet the factors af-
fecting the results obtained from that power station
contain many more variables than the time-element fac-
tors which control car operation efficiency, and the cor-
rect method for checking such efficiency.

Doubtless many operating companies have already
secured, or are securing, large economies from increased
schedule speeds, from adopting the skip-stop and fixed-
stop plans, from the use of coasting signboards, and
from education of employees, as a group and by per-
sonal instruction, along the line of economies obtain-
able by proper handling of equipment. All of these
activities tend to more efficient utilization of the con-
trolling time-element factors of operation.

The writer realizes the possibilities of such methods,
but when the enormous effect of variations of the con-
trolling time-element factors encountered in practical
operation is considered, the impossibility of approach-
ing obtainable efficiency without a constant, individual
checking record must be apparent.

A check made by means of stop watch readings of
running schedule time, coasting time, average duration
of stop and number of stops per mile, will demonstrate
the variability in the way in which various motormen
utilize the controlling time-element factors under the
same conditions, to say nothing of the variations from
obtainable possible results, and will prove convincing
as to the need for a correct efficiency checking system.

To expect the best obtainable results without such a
system is as inconsistent, when the facts involved are
considered, as would be the checking of conductors in
matters of fares, etc., by the average results per car on
the system, instead of using some fare-registering
checking system.

The fact that increased economies are accomplished
by means of the more or less indirect methods men-
tioned points unmistakably to the economies which may
be obtained when the efficiency problem is approached
with the correct tool and accurate yard stick for meas-
uring the efficient utilization of the controlling time-
element factors.

It is well recognized that changing the gear ratio or
utilizing the principle of field control for motors, will
affect material economies under conditions that may be
encountered in practical operation. However, it is ap-
parent that such changes will not eliminate the impor-
tance the efficient utilization of the controlling time-
element factors herein considered.

It should always be borne in mind that the coasting
which has been referred to in this article is that coast-
ing which forms an inherent part of the cycle of oper-
ations involved in moving the car efficiently under the
practical conditions of traffic operation. Coasting is a
function of such a cycle just as is acceleration, braking
or duration and number of stops, but, as demonstrated,
it is also the measure of the efficient utilization of these
factors.

The efficiency checking system based on measurement
of coasting comprehends the attainment and measure-
ment of only such coasting as exists as a function of
this cycle. It does not involve, as some seem to think,
the slowing of schedules, the running by of stopping
points, the operation on down grade, etc.

In conclusion the writer believes that executives and
transportation managers will agree that the application
of practical and technical principles to ordinary, every-
day operation is the means for accomplishing efficiency
in car operation. When the time-element factors are
considered there will be no difference of opinion as to
the correct method of checking efficiency, or as to the
justification of the necessary investment in the check-
ing system.

126

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 3

COMMUNICATIONS

Causes of Rail Corrugation

New York, Jan. 13, 1915.

To the Editors:

In Mr. Cram's article on curved rail heads in your
issue of Dec. 25, 1915, we seem to be at least approach-
ing the cause of rail corrugation, and the cause once
found, the remedy will undoubtedly be found also. In
an article in your columns several years ago the reason-
ableness of excessive wheel pressures being a contribut-
ing cause was set forth, but it does not seem to me
that this is the sole cause. If it had been we would
have found it out long ago. More probably, like tender
derailments on steam railways, corrugation is the result
of a combination of conditions rather than of any one
condition alone, and this it is that constitutes the dif-
ficulty of solution.

Corrugated rails appear under such widely different
conditions and the experience of different roads varies
so greatly that it is quite impossible if not absurd to
attribute the phenomenon to any one cause or possibly
to any one set of causes. We find it on curves and tan-
gents where brakes are applied and where never ap-
plied; on grades and levels, on girder and T rails, and
under all manner of congruous and incongruous condi-
tions, all of which tend to complicate the problem and
add to the difficulties of its solution.

Reverting to Mr. Cram's investigations they seem to
have come nearer the solution than any that have pre-
ceded, but he would probably be the first to acknowledge
that he has not yet arrived, in spite of the fact that the
curved headed rail has relieved some of his troubles.
But rails with curved heads do corrugate, as witness
those in the New York subway. Excessive wheel pres-
sures alone cannot be responsible, else corrugation would
be rampant on steam railways where individual wheel
loads are far in excess of anything known in street rail-
way work. Mr. Cram gives no figures as to the actual
concentrated pressures under his wheels, but my own
investigations would lead me to place it at about 70,000
lb. per square inch under eight-wheeled cars weighing
70,000 lb. when fully loaded, but this would probably
be well below the load actually imposed on the rail when
the car is in motion.

Some years ago I found that the vertical load between
the truck and body bolsters of a car was increased by
about 30 per cent with the car running at a speed of
25 m.p.h. on a smooth track. What the increase is
between the wheel and the rail I do not know, but it is
probably quite as much.

Again, I have found evidence that track conditions
are probably responsible for much that occurs. In some
investigations as to the lateral thrust of the wheel on
the rail, on a tangent track, I found that if a heavy
blow were delivered at a certain point, that point always
received a heavy blow regardless of the type of locomo-
tive or the speed at which it was running, and this was
so although the speeds, ranged from 30 m.p.h. to 60
m.p.h.

If this holds true for the lateral thrust, is it not rea-
sonable to assume that it will be true for the vertical
thrusts also? And if it is, then it is the combination
of track and truck that makes for the determination of
the actual instantaneous wheel loads. Incidentally it
may be added that probably the more flexible the track
the higher will be the gross wheel loads, while the loads
imposed per square inch of area of contact will prob-
ably increase with the rigidity of the track.

I am not aware that any investigations have been
made as to the microstructure of the steel at corruga-
tions for the purpose of determining its condition and
the difference between the cold rolling effect at the
crests and hollows of the corrugations. As far as I
could determine on a corrugated rail that was sent me
for examination a few years ago, there was no differ-
ence in the hardness, but the investigation was not car-
ried far enough to make this as a positive assertion.

Whether or not excessive wheel pressure is solely
responsible it is evidently a contributing cause, and Mr.
Cram has started along a line of investigation that, if
followed, cannot fail to produce results of even greater
value than those already obtained by him. His con-
clusion that the plain head is wrong and that the curved
head is proper is based upon such definite data as to
be incontrovertible.

It is therefore suggested that, as we know so little
of the instantaneous effect of wheel and rail interac-
tions, it would be a profitable line of investigation for
an electric railway company to determine the actual
vertical loads imposed by cars running on the rails, the
movement of the head of the rail under traffic and the
structure of the steel of the rail at the crests and hol-
lows of the corrugations. With these data in hand,
we would be better able to assign to truck and track
each its own measure of responsibility for that expen-
sive development of street railways, the corrugated rail.

George L. Fowler.

Curved Heads for Girder Rails

Atlantic Welding Corporation
30 Church Street

New York, Jan. 10, 1916.

To the Editors:

The article appearing in the issue of the ELECTRIC
Railway Journal for Dec. 25, entitled "Curved Heads
for Girder Rails in Brooklyn," written by R. C. Cram,
assistant engineer of ways and structure, Brooklyn
Rapid Transit System, and your editorial on page 1245
of the same issue, are of particular interest to way en-
gineers, and should receive very careful consideration
by all interested in this matter.

The ideas brought forward are further proof that
such a step in the design of girder rail needs is un-
questionably along proper lines and bear out my own
personal observations. Rail corrugation is of such im-
portance in my estimation that I am prompted to write
these lines in further confirmation of the theory ad-
vanced by Mr. Cram. My own experience in the case
is that the conclusions drawn are undoubtedly a predom-
inant factor in the elimination of corrugation.

This particular subject was very forcibly brought to
my attention several years ago, while connected with
the Connecticut Company at Hartford, Conn., due to
the fact that corrugations were developing in new rail
much faster than usual. As no changes in the wheel
treads had been made, the result indicated that some
change in the rail necessarily caused the rapid develop-
ment of corrugation.

Several observations showed that the contact between
the wheel tread and the head of the rail was very un-
usual and undoubtedly the cause of the corrugations,
and in order to confirm this theory a practical test was
instituted by constructing a stretch of track in which
the rails were set in a position that would bring the
head surface of the rails in contact with the wheel tread
throughout its entire width.

After several months of close observation the trial
showed that no corrugations had developed. That the
demonstration was entirely successful was further

January 15, 1916]

ELECTRIC RAILWAY JOURNAL

127

proved by the fact that after five years of service no
signs of corrugation, or similar effects, were to be ob-
served; while on identically the same general type of
construction, where the rails were set in the usual man-
ner, it was found that corrugations appeared within a
few days after the rail had been put into service.

The foregoing example of corrugation elimination is
further confirmed by my recent experience in Baltimore.
During the time I was connected with the United Rail-
ways & Electric Company of that city a large portion
of its track system was reconstructed. For some time
previous to 1915 a flat-headed 7-in. girder section was
used exclusively, and this always developed corrugation
within a very short period after being subjected to
traffic. In many cases the effects were noticeable even
after but twenty-four hours of service.

A study of the situation again quickly developed the
fact that the amount of rail head under action was ex-
ceedingly small and was being subjected to such an over-
j_n load that the metal

,<■>, , Ti»~\l~~iii~~M&**v*- /&'- >,s*Lw was being cold-rolled or
—734—4^ peened. In a few days
^-„3 some well-developed cor-
rugations were notice-
able.

In order to overcome
this action a new sec-
tion of rail was designed
with a sloping head to
meet as nearly as
practicable the average
wheel-tread contour, and
the company had a large
order of rail rolled as
quickly as possible. This
new section of rail was
laid during the early
part of 1915. It was P. S.-405, which is a modi-
fication of P. S.-287. Up to the time I left Baltimore
no signs of corrugation were noticeable on any of these
new rail, except in such instances where its presence
could be attributed to some ulterior condition. In many
cases we discovered that the contact between the wheel
treads and the head of the rail was taking place only
at the gage line and back of the head, but not for a
small width on the center of the head. The new rail
section eliminated the corrugation, but showed that a
curved head rail was necessary in order to meet the true
contour of the wheel tread.

In order to produce a complete and uniform contact
between the wheel tread and the head of the rail an-
other slight change in the design of the rail section
was made. Rails of this type will shortly be laid. In
my opinion this new section will be an ideal one, and
besides materially helping to reduce corrugation trou-
bles to a minimum will give the desired contact be-
tween wheel and rail.

Practical illustrations were obtained from several
streets where both tracks were reconstructed in the
same manner and subjected to practically the same
service except that the rails used on one track were of
the new design and those of the other of the flat-head
type. After a few hours' time it was found that corru-
gation had developed in the track with flat-head rails,
while no noticeable action of this nature had developed
in the track with the new section.

My experiences, as set forth in the foregoing lines,
has proved to me beyond doubt that the conclusions
drawn in Mr. Cram's article and the statement made in
the first sentence of your editorial are correct, and that
the installation of curved-head girder rail will, to a great

BALTIMORE RAIL WITH CURVED
HEAD

extent, eliminate corrugation and prolong life of rail
and wheels.

I believe the matter to be of such importance that
the subject should be given attention by the committee
on way matters of the American Electric Railway Engi-
neering Association and brought up for discussion at an
early meeting. C. F. Gailor, Engineer.

General Business Conditions

The Entire Country Is Responding to a Feeling of Op-
timism for 1916 — Forecast for Ensuing
Year as Compared with 1915

THE outlook for business for the first four months of
1916, as determined by the standing committee on
statistics and standards of the Chamber of Commerce
of the United States, is in striking contrast to that pre-
vailing at this time last year. A chart published in the
Electric Railway Journal of Jan. 9, 1915, showed
poor conditions in the New England section, the South-
ern States (except Florida), and parts of Tennessee,
Kentucky, Illinois, Missouri, Kansas, Colorado, Wyom-
ing, the Dakotas and Michigan. The only "good" sec-
tion was in the contiguous corners of Iowa, Minnesota
and South Dakota. The accompanying chart, of a sim-
ilar character, tells its own story for this year. It will
be seen that there are spots where much caution and
conservatism still remain, and the influence of high

CHART SHOWING BUSINESS CONDITIONS IN THE UNITED STATES
FOR FIRST FOUR MONTHS OF 1916

prices for the future accentuates this caution because
dealers feel that high prices will curtail buying by the
consumer. In a general way, however, it may be said
that the spirit of optimism and hopefulness prevails to
a degree that has not been apparent for nearly a decade,
and the general belief and expectation is said to be for
such prosperity during 1916 as will recompense the
people for all past misfortunes.

The adverse effect of the conflict in Europe still pre-
vails in some sections, though to much less extent than
at this time last year. There are still scattered fears
of ths possibility of this country being involved, but the
large portion of the people are paying less attention to
the war and concentrating on domestic matters. Be-
yond this is the striking fact that the influence of the
war at present as a whole is more favorable than ad-
verse, because of the tremendous impetus it has given to
certain lines of manufacturing, especially east of the
Alleghenies, and likewise to many agricultural products.
This influence is a material factor in the present high
prices of sheep, cattle, wool, grain, and of the products
of leather, steel, iron, copper, brass, lead and zinc or
spelter.

128

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 3

Third Tracking Complete on the New
York Elevated

Express Service Will Be Inaugurated on Jan. 17 During
the Morning and Evening Rush Hours, Increasing
the Passenger- Carrying Capacity 20 Per Cent

THE third tracking of the Manhattan Elevated Rail-
way in New York City has now been completed and
express service on these lines will be begun on Jan. 17,
the express trains running south during the morning
rush and north during the evening rush over the center
track. It is estimated by officials of the Interborough
Rapid Transit Company, which operates the elevated
roads, that the introduction of this service will increase
their capacity by about 20 per cent, the limiting
feature being the ability of the local track that is op-
posed to the prevailing direction of traffic to supply
cars at the terminal from which the express trains start.
Practically no storage can be provided at the downtown
end of the lines. However, traffic will be diverted to
some extent from the overcrowded subways, as the third
tracking of the Second Avenue elevated line, which has
heretofore been used for a comparatively small local
traffic, has now been arranged to give express service
to the upper part of the city and the borough of the
Bronx. In fact, the Second Avenue line is to be the
fastest route uptown, as it is planned that the run from
the City Hall to 125th Street, a distance of about 7
miles, is to be made in twenty minutes, including only
four intermediate stops, as opposed to twenty-three
minutes required by the subway express trains and
saving about ten minutes over the local schedule on the
elevated lines. The Second Avenue trains will be run
across a new double-deck bridge over the Harlem
River to serve the elevated lines in the Bronx which
heretofore were utilized only for Third Avenue trains.

The work, which was undertaken just two years ago,
has added about 15 miles of new track to the elevated
railway system, and about 9 miles of the old track have
been rebuilt. A number of engineering problems of
unusual difficulty have been solved in the construction,
a double-deck terminal station with four tracks hav-
ing been provided at the City Hall, and a two-level
station with seven tracks having been constructed at
Chatham Square, the point where the City Hall and
South Ferry trains separate for the southbound traffic
and where northbound Second Avenue and Third
Avenue trains diverge.

MANHATTAN ELEVATED THIRD TRACKING — TYPICAL EXPRESS
STATION ON HUMP, LOCAL STATION BELOW

MANHATTAN ELEVATED THIRD TRACKING HUMP IN EXPRESS

TRACK TO CLEAR CROSS-OVER AT JUNCTION OF LOCAL TRACKS

In general, the third track has been inserted between
the two original tracks, and an unusual feature of this
arrangement has been the use of double-deck stations
for the express tracks, which have made possible the
establishment of express stations without widening the
original elevated structure. At these express stations
the express platforms are located at a higher level than
the rest of the line, and as the third track approaches
one of them it begins to ascend until the platforms that
serve it are high enough above the local tracks to clear
the cars which run upon them. The platforms for the
express stations are thus built directly over the local
tracks and stairways to the new platforms are provided
from the original station platforms. In this manner
the obstruction of light and air to the street has been
reduced to a minimum.

These "humps" in the third-track construction have
been introduced also to avoid grade crossings, such, for
instance, as occurs where the Sixth Avenue line at
Fifty-third Street joins the Ninth Avenue line. In con-
sequence, the Ninth Avenue express trains will have
a clear run without risk of running into Sixth Avenue
trains which turn onto the Ninth Avenue line and with-
out chance of being held up while one of these local
trains is slowly passing. An especially interesting
feature of the work of construction was the raising of
the Second Avenue tracks for four blocks at 125th
Street without interfering with traffic. This was done
by jacking up the whole structure from false-work
erected below it. Also on the double-track Third Avenue
line in the Bronx, room for the express station at 133d
Street was made by sliding one of the existing local
tracks complete with ties and stringers sidewise upon
the new supporting structure built below it.

MANHATTAN ELEVATED THIRD TRACKING RAISED THIRD TRACK

PRIOR TO ERECTION OF EXPRESS STATION

January 15, 1916]

ELECTRIC RAILWAY JOURNAL

129

MIDYEAR MEETING

CHICAGO
FEBRUARY 4, 1916

ASSOCIATION NEWS

MIDYEAR MEETING

CHICAGO
FEBRUARY 4, 1916

Committee Lists of the Various Affiliated Associations Are Practically Completed and Are Published Below-
New England Delegation Is Making Arrangements to Attend Mid-Year Meeting — A Conference
on the Electrical Safety Code Was Held in New York City

Committee Appointments for 1915-1916

With a few exceptions, the following is a complete
list of committees for the year 1915-1916 of the various
associations except the Accountants.

AMERICAN ASSOCIATION

Aera advisory — H. C. Donecker, chairman, Newark,
N. J.; T. P. Kilfoyle, Cleveland, Ohio; John Lindall,
Boston, Mass. ; George Carson, Seattle, Wash. ; H. A.
Nicholl, Anderson, Ind. ; Thomas Finigan, San Fran-
cisco, Cal. ; C. C. Peirce, Boston, Mass.

Anthony N. Brady medal — Arthur W. Brady, chair-
man, Anderson, Ind.; W. C. Fisk, New York City; C.
S. Sergeant, Boston, Mass.

Award of bronze medal for best paper presented be-
fore a company section — H. R. Fehr, chairman, Allen-
town, Pa.; P. S. Arkwright, Atlanta, Ga.; J. H. Mc-
Graw, New York City.

Company membership — George W. Knox, chairman.
Oklahoma City, Okla.; A. M. Patten, Topeka, Kan.;
J. H. DeGrange, New Orleans, La. ; W. J. Jones, Austin,
Tex.; W. B. Rockwell, Pottsville, Pa.; E. C. Foster,
Manchester, N. H. ; B. M. Warner, San Diego, Cal.

Company sections and individual membership —
Martin Schreiber, chairman, Newark, N. J. ; F. W.
Bacon, Lexington, Ky. ; J. E. Gibson, Kansas City, Mo. ;
George G. Whitney, Washington, D. C. ; E. J. Blair,
Chicago, 111. ; Prof. H. H. Norris, New York City.

Compensation for carrying United States mail —
George H. Harries, chairman, Omaha, Neb. ; Henry S.
Lyons, Boston, Mass. ; A. R. Piper, Brooklyn, N. Y. ;
R. S. Goff, Boston, Mass. ; S. W. Ladd, Detroit, Mich.

Constitution and by-laivs — George H. Harries, chair-
man, Omaha, Neb.; R. I. Todd, Indianapolis, Ind.; E.
B. Burritt, New York City.

Education — Prof. H. H. Norris, chairman, New York
City ; H. A. Bullock, Brooklyn, N. Y. ; Martin Schreiber,
Newark, N. J.; Prof. W. L. Robb, Troy, N. Y.; Prof.
A. M. Buck, Urbana, 111.; Prof. V. Karapetoff, Ithaca,
N. Y.

Electrolysis — Calvert Townley, chairman, New York
City; R. P. Stevens, Youngstown, Ohio; L. D. H. Gil-
mour, Newark, N. J.; J. E. Woodbridge, San Francisco,
Cal.

Federal relations — Arthur W. Brady, chairman, An-
derson, Ind. ; E. G. Connette, Buffalo, N. Y. ; George H.
Harries, Omaha, Neb. ; E. C. Foster, Manchester, N. H. ;
L. S. Storrs, New Haven, Conn. ; F. W. Brooks, Detroit,
Mich.; H. H. Crowell, Grand Rapids, Mich.; Frank R.
Ford, New York City; L. S. Cass, Waterloo, Iowa; F. T.
Griffith, Portland, Ore. ; H. E. Chubbuck, Peoria, 111.

Insurance — A. H. Ford, chairman, Portland, Me.; H.
J. Davies, Cleveland, Ohio.; F. J. Spaulding, Brooklyn,
N. Y. ; F. A. Healy, Cincinnati, Ohio.

Mid-year dinner — B. I. Budd, chairman, Chicago, 111.;
Henry A Blair, Chicago, 111.; Leonard A. Busby, Chi-
cago, 111.; Charles C. Peirce, Boston, Mass.; L. E.
Gould, Chicago, 111.; E. F. Wickwire, Mansfield, Ohio;
M. B. Lambert, Pittsburgh, Pa.

Public relations — C. Loomis Allen, chairman, Syra-
cuse, N. Y.; T. S. Williams, Brooklyn, N. Y.; J. D.
Mortimer, New York City; J. H. McGraw, New York
City; Guy E. Tripp, New York City; S. M. Curwen,

Philadelphia, Pa.; E. W. Rice, Jr., Schenectady, N. Y.;
J. K. Choate, New York City; Frank Hedley, New
York City; Charles N. Black, San Francisco, Cal.; T.
S. Wheelwright, Richmond, Va. ; Henry A. Blair, Chi-
cago, 111.; Arthur W. Brady, Anderson, Ind.; E. G.
Connette, Buffalo, N. Y. ; George E. Hamilton, Wash-
ington, D. C; H. G. Bradlee, Boston, Mass.; H. H.
Vreeland, New York City ; C. C. Peirce, Boston, Mass. ;
P. F. Sullivan, Boston, Mass.

Recommendations in president' s address — Arthur W.
Brady, chairman, Anderson, Ind.; Thomas N. McCarter,
Newark, N. J. ; George H. Harries, Omaha, Neb. ; Guy
E. Tripp, New York City ; E. W. Rice, Jr., Schenectady,
N. Y.

Representing association at good roads congress —
Gordon Campbell, chairman, York, Pa. ; W. B. Rockwell,
Pottsville, Pa.

Standards for car loading — S. W. Huff, chairman,
Brooklyn, N. Y.; E. J. Dickson, Buffalo, N. Y.; E. J.
Cook, Rochester, N. Y. ; W. F. Ham, Washington, D. C.

Subjects — L. S. Storrs, chairman, New Haven, Conn. ;
Jesse W. Lilienthal, San Francisco, Cal. ; Harlow C.
Clark, New York City ; John Lindall, Boston, Mass. ; T.
P. Kilfoyle, Cleveland, Ohio; George Carson, Seattle,
Wash. ; H. A. Nicholl, Anderson, Ind.

Valuation — J. N. Shannahan, chairman, Hampton,
Va.; P. J. Kealy, Kansas City, Mo.; H. H. Crowell,
Grand Rapids, Mich.; B. E. Tilton, Syracuse, N. Y.;
C. S. Sergeant, Boston, Mass. ; W. H. Sawyer, Colum-
bus, Ohio; C. G. Young, New York City; Martin
Schreiber, Newark, N. J.

Operation of motor vehicles — Britton I. Budd, chair-
man, Chicago, 111.; William A. House, Baltimore, Md. ;
Henry G. Bradlee, Boston, Mass. ; C. L. S. Tingley,
Philadelphia, Pa.; Frank Silliman, Philadelphia, Pa.

1916 transportation committee — W. O. Wood, master
of transportation, Long Island City, N. Y. ; H. G. Mc-
Connaughy, master of transportation, New York City ;
New England — R. M. Sparks, chairman, Boston, Mass. ;
C. V. Wood, Springfield, Mass.; A. H. Ford, Portland,
Me. ; J. K. Punderford, New Haven, Conn. ; A. E.
Potter, Providence, R. I.; Neiv York State {exclusive of
New York City)- — W. H. Collins, chairman, Gloversville,
N. Y.; B. E. Tilton, Syracuse, N. Y.; J. F. Hamilton,
Schenectady, N. Y.; F. H. Hill, Elmira, N. Y.; R. M.
Searle, Rochester, N. Y. ; New York City — J. P. Kineon,
chairman, Far Rockaway, N. Y. ; J. S. Doyle, New York
City; George Keegan, New York City; J. J. Dempsey,
Brooklyn, N. Y. ; H. A. Bullock, Brooklyn, N. Y. ; New
Jersey, Pennsylvania, Delaware and Maryland — W. B.
Rockwell, chairman, Pottsville, Pa.; J. W. Brown,
Newark, N. J.; T. W. Wilson, Wilmington, Del.; William
H. Hitchcock, Keyport, N. J. ; Rankin Johnson, Trenton,
N. J.; T. C. Cherry, Annapolis, Md.; S. S. Crane, Al-
toona, Pa. ; District of Columbia, Kentucky, Virginia
and West Virginia — J. N. Shannahan, chairman, Hamp-
ton, Va. ; C. B. Buchanan, Richmond, Va. ; J. H. Hanna,
Washington, D. C. ; F. W. Bacon, Lexington, Ky. ; W.
A. McCorkle, Charleston, W. Va. ; Indiana, Ohio and
Michigan — R. P. Stevens, chairman, Youngstown, Ohio;
A. D. B. Van Zandt, Detroit, Mich.; J. F. Collins, Jack-
son, Mich.; G. K. Jeffries, Indianapolis, Ind.; F. W.
Coen, Sandusky, Ohio; R. A. Crume, Dayton, Ohio;

130

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 3

North and South Carolina, Georgia and Florida— W. H.
Glenn, chairman, Atlanta, Ga. ; R. W. Spofford, Augusta,
Ga. ; Hardy Croom, Jacksonville, Fla. ; J. H. Sottile,
Charleston, S. C. ; H. W. Plummer, Asheville, N. C. ;
Tennessee, Mississippi and Alabama — F. W. Hoover,
chairman, Chattanooga, Tenn. ; R. H. Smith, Jackson,
Miss. ; C. J. Zell, Gadsden, Ala. ; Texas, Oklahoma
Arkansas and Louisiana — L. C. Bradley, chairman,
Houston, Tex.; C. J. Griffith, Little Rock, Ark.; M. S
Sloan, New Orleans, La.; R. D. Long, Muskogee, Okla;
Colorado, Utah, Arizona and New Mexico — F. W. Hild,
chairman, Denver, Col. ; H. L. Beach, Salt Lake City,
Utah; F. E. Russell, Tucson, Ariz.; W. S. Townsend,
Las Vegas, N. M. ; Illinois and Wisconsin — G. T. Seeley,
chairman, Chicago, 111.; J. V. Sullivan, Chicago, 111.;
E. E. Soules, Peoria, III; R. B. Stearns, Milwaukee,
Wis. ; C. R. Phenicie, Green Bay, Wis. ; Minnesota,
North and South Dakota, loxva, and Manitoba, Canada —
J. J. Caufield, chairman, Minneapolis, Minn. ; F. M.
Mills, Sioux Falls, S. D.; E. L. Kirk, Sioux City, la.;
Thomas Roycroft, Grand Forks, N. D.; L. S. Cass,
Waterloo, la.; Wilford Phillips, Winnipeg, Man.;
Missouri, Kansas and Nebraska — J. R. Harrigan, chair-
man, Kansas City, Mo. ; Bruce Cameron, St. Louis, Mo. ;
R. A. Leussler, Omaha, Neb.; A. M. Patten, Topeka,
Kan.; Montana, Idaho, Oregon and Washington, and
British Columbia, Canada — F. I. Fuller, chairman,
Portland, Ore.; W. C. Callaghan, Helena, Mont.; H. F.
Dicke, Boise, Idaho; George Carson, Seattle, Wash.;
W. G. Murrin, Vancouver, B. C. ; California — G. H.
Harris, Oakland, Cal. ; H. T. Jones, San Francisco, Cal. ;

B. M. Warner, San Diego, Cal.; Eastern Canada {On-
tario, Quebec and Nova Scotia) — Patrick Dubee, chair-
man, Montreal, Que.; H. G. Mathews, Quebec; E. L.
Milliken, Sydney, N. S. ; J. D. Fraser, Ottawa, Ont.

Street traffic — J. K. Punderford, chairman, New
Haven, Conn. ; John Lindall, Boston, Mass. ; George
Carson, Seattle, Wash. ; H. A. Nicholl, Anderson, Ind.

ENGINEERING ASSOCIATION

Buildings and structures — C. F. Bedwell, chairman,
Newark, N. J.; R. C. Bird, New York City; C. S. Kim-
ball, Washington, D. C; H. G. Throop, Syracuse, N. Y.;
William Roberts, Akron, Ohio; H. G. Salisbury,
Toronto, Ont. ; James Link, Knoxville, Tenn. ; H. E.
Funk, Brooklyn, N. Y. ; F. F. Low, Boston, Mass.

Electrolysis — A. S. Richey, chairman, Worcester,
Mass.; G. W. Palmer, Jr., Boston, Mass.; E. B.
Katte, New York City; E. J. Blair, Chicago, 111.

Equipment — W. G. Gove, chairman, Brooklyn, N. Y. ;
H. A. Johnson, Chicago, 111.; W. E. Johnson, Brooklyn,
N. Y.; H. C. Prather, Syracuse, N. Y.; W. W. Brown,
Brooklyn, N. Y. ; R. H. Dalgleish, Washington, D. C. ;
L. M. Clark, Indianapolis, Ind.; J. S. McWhirter, New
York City; E. W. Hoist, Boston, Mass.

Heavy electric traction — E. R. Hill, chairman, New
York City ; E. B. Katte, New York City ; W. S. Murray,
New Haven, Conn.; Hugh Hazelton, New York City; C.
H. Quinn, Roanoke, Va. ; J. H. Davis, Baltimore, Md.

Nominations — Paul Winsor, chairman, Boston, Mass. ;
E. O. Ackerman, Columbus, Ohio; W. S. Twining, New
York City; A. T. Clark, Baltimore, Md. ; S. L. Foster,
San Francisco, Cal.

Power distribution — C. L. Cadle, chairman, Rochester,
N. Y.; Ralph H. Rice, Chicago, 111.; E. J. Blair, Chi-
cago, 111.; M. J. Kehoe, Springfield, Ohio; C. F. Woods,
Boston, Mass.; E. J. Burdick, Detroit, Mich.; C. R.
Phenicie, Green Bay, Wis. ; E. S. Gillette, Wheaton, 111. ;

C. R. Harte, New Haven, Conn.

Power generation — J. W. Welsh, chairman, Pitts-
burgh, Pa. ; H. G. Stott, New York City ; G. H. Kelsay,
Anderson, Ind.; F. S. Freeman, Boston, Mass.; A. B.
Stitzer, New York City; G. T. Bromley, Allentown, Pa.;

W. E. Rolston, Michigan City, Ind.; L. E. Sinclair,
Washington, D. C. ; J. G. Swain, Akron, Ohio.

Representing association at good roads congress — J.
M. Larned, Pittsburgh, Pa.

Standards — H. H. Adams, chairman, Chicago, 111.;
E. R. Hill, New York City; E. B. Katte, New York
City; W. G. Gove, Brooklyn, N. Y.; J. S. McWhirter,
New York City; C. F. Bedwell, Newark, N. J.; Martin
Schreiber, Newark, N. J.; J. W. Welsh, Pittsburgh, Pa.;
,1. H. Hanna, Washington, D. C; C. H. Clark, Cleveland,
Ohio; R. C. Cram, Brooklyn, N. Y.; C. L. Cadle,
Rochester, N. Y. ; C. R. Harte, New Haven, Conn.

Subjects — F. R. Phillips, chairman, Pittsburgh, Pa.;
J. H. Hanna, Washington, D. C. ; Martin Schreiber,
Newark, N. J.

Use of association standards — H. H. Adams, chair-
man, Chicago, 111. ; W. G. Gove, Brooklyn, N. Y. ; J. H.
Hanna, Washington, D. C.

Way matters — C. H. Clark, chairman, Cleveland,
Ohio ; R. C. Cram, Brooklyn, N. Y. ; L. A. Mitchell, An-
derson, Ind.; E. M. T. Ryder, New York City; W. F.
Graves, Montreal, Que.; A. E. Harvey, Kansas City,
Mo.; B. J.. Fallon, Chicago, 111.; E. M. Haas, Chicago,
111. ; H. M. Steward, Boston, Mass.

CLAIMS ASSOCIATION

Employment — B. B. Davis, chairman, Columbus,
Ohio; A. D. Brown, Syracuse, N. Y. ; C. J. McAleer,
Schenectady, N. Y.

Subjects — H. G. Windsor, chairman, Tacoma, Wash.;
W. F. Weh, Cleveland, Ohio; H. V. Drown, Newark,
N. J. ; James R. Pratt, Baltimore, Md.

Ways and means — J. S. Kubu, chairman, Utica, N.
Y. ; J. S. Harrison, Jacksonville, Fla.; W. H. Renaud,
Jr., New Orleans, La.

TRANSPORTATION & TRAFFIC ASSOCIATION

Construction of schedules and time-tables — Edward
Dana, chairman, Boston, Mass. ; Howard F. Fritch, Bos-
ton, Mass. ; Fred Cooper, Portland, Ore. ; J. P.
Kineon, Far Rockaway, N. Y. ; Herman E. Hicks,
Rochester, N. Y.

Express and freight traffic — F. D. Norviel, chairman,
Anderson, Ind. ; H. J. Clark, Syracuse, N. Y. ; W. S.
Whitney, Springfield, Ohio; A. R. Piper, Brooklyn,
N. Y.; C. J. Munton, Kendallville, Ind.; W. J. White-
side, Buffalo, N. Y.

Fares and transfers — C. S. Ching, Boston, Mass. ; B.
C. Edgar, Nashville, Tenn.; George L. Radcliffe, Cleve-
land, Ohio; Bruce Cameron, St. Louis, Mo.; J. T.
Moffett, Washington, D. C; G. S. Brush, Portland, Me.

Passenger traffic — J. K. Punderford, chairman, New
Haven, Conn. ; P. P. Crafts, Parkersburg, W. Va. ; B.
E. Wilson, Rochester, N. Y. ; Charles Currie, Akron,
Ohio; E. M. Walker, Dubuque, Iowa; J. F. Keys, De-
troit, Mich.

Rules — C. E. Morgan, chairman, Jackson, Mich. ; S.
W. Greenland, Fort Wayne, Ind.; F. H. Hill, Elmira,
N. Y.; U. W. Berry, Fort Worth, Tex.; M. S. Sloan,
New Orleans, La.; J. E. Duffy, Rochester, N. Y. ;
Samuel Riddle, Louisville, Ky.

Special committee on cost of rush-hour service — J. V.
Sullivan, chairman, Chicago, 111.; H. B. Potter, Boston,
Mass.; A. T. Warner, Newark, N. J.

Standards — L. H. Palmer, chairman, Baltimore, Md. ;
J. N. Shannahan, Hampton, Va. ; A. H. Ford, Portland,
Me.; C. H. Harvey, Knoxville, Tenn.; C. V. Wood,
Springfield, Mass. ; H. C. Donecker, Newark, N. J. ; C.
E. Morgan, Jackson, Mich.; F. D. Norviel, Anderson,
Ind. ; Edward Dana, Boston, Mass. ; N. W. Bolen, New-
ark, N. J.; J. K. Punderford, New Haven, Conn.

Subjects — M. C. Brush, chairman, Boston, Mass.;
L H. Palmer, Baltimore, Md. ; J. K. Choate, New York
City; H. C. Donecker, Newark, N. J.

January 15, 1916]

Training of transportation employees — N. W. Bolen,
chairman, Newark, N. J.; C. B. Buchanan, Richmond,
Va. ; M. J. Feron, Chicago, 111.; J. T. Conway, Boston,
Mass.; W. C. Sparks, Rockford, 111.

Uniform definitions — J. V. Sullivan, chairman, Chi-
cago, 111.; Frederic Nicholas, New York City; William
C. Greenough, Worcester, Mass.

JOINT COMMITTEES ACCOUNTANTS AND
ENGINEERING ASSOCIATIONS

Engineering-Accounting — Accountants, not yet ap-
pointed; Engineering, L. P. Crecelius, co-chairman,
Cleveland, Ohio; J. P. Ripley, New York City; Harold
Bates, New Haven, Conn. ; Norman Litchfield, New
York City; E. P. Roundey, Syracuse, N. Y.

Life of railway physical property — Accountants, not
yet appointed ; Engineering, Martin Schreiber, co-chair-
man, Newark, N. J. ; J. H. Hanna, Washington, D. C. ;
C. F. Bancroft, Boston, Mass.

ACCOUNTANTS AND TRANSPORTATION & TRAFFIC
ASSOCIATIONS

Transportation-Accounting — Accountants, not yet ap-
pointed; Transportation and Traffic, E. B. Peck, co-
chairman, Indianapolis, Ind. ; A. Swartz, Sylvania, Ohio;
E. C. Faber, Aurora, 111.

ENGINEERING AND TRANSPORTATION & TRAFFIC
ASSOCIATIONS

Block signals for electric railways — Engineers, J. M.
Waldron, chairman, New York City ; J. Leisenring,
Peoria, 111.; G. N. Brown, Syracuse, N. Y. ; J. B.
Stewart, Jr., Youngstown, Ohio; Transportation &
Traffic, J. W. Brown, vice-chairman, Newark, N. J. ; J.
J. Doyle, Baltimore, Md.; F. W. Coen, Sandusky, Ohio;
G. K. Jeffries, Indianapolis, Ind.

Transportation-Engineering — Engineers, Paul Win-
sor, co-chairman, Boston, Mass.; F. R. Phillips, Pitts-
burgh, Pa. ; W. J. Harvie, Syracuse, N. Y. ; Transporta-
tion & Traffic, W. A. Carson, co-chairman, Evansville,
Ind.; P. N. Jones, Pittsburgh, Pa.; C. F. Hewitt,
Albany, N. Y.

New England Delegation to Mid-Year Meeting

Transportation arrangements are being made for the
New England delegation to the mid-year meeting of
the Railway and Manufacturers' associations in Chicago
on Feb. 4. The trains are as follows : "Wolverine,"
leaving Boston on Feb. 2 at 2 p. m.; the "B. & A. 41,"
leaving on Feb. 3 at 10 a. m., and the "Twentieth Cen-
tury," leaving Feb. 3 at 12.30 p. m. The railroad fare
each way between Boston and Chicago, exclusive of
Pullman charges, is $23.10, with $8 excess fare on the
"Twentieth Century." The committee in charge is:
C. V. Wood, Springfield, Mass.; A. E. Potter, Provi-
dence, R. I.; J. K. Punderford, New Haven, Conn.; A.
H. Ford, Portland, Me., and Ralph M. Sparks, chairman,
15 Milk Street, Boston.

Electrical Safety Code Conference in New York

On Jan. 6 and 7 at the association's headquarters, a
conference of railway men was held for the purpose of
considering suggestions regarding the proposed Bureau
of Standards' national electrical safety code in response
to a letter recently sent out by President C. L. Henry.
Those in attendance included the following: Represent-
ing the American Electric Railway Association, W. J.
Harvie, Syracuse, N. Y. ; A. S. Richey, Worcester, Mass.,
and T. L. Cadle, Rochester, N. Y. ; representing the
power distribution committee of the Engineering Asso-
ciation, E. J. Blair, Chicago, 111., and R. H. Rice, Chi-
cago, 111.; representing the Central Electric Railway
Association, Adolph Schlesinger, Indianapolis, Ind., and

131

G. H. Kelsay, Anderson, Ind.; representing the Pennsyl-
vania Street Railway Association, A. P. Way, Philadel-
phia, Pa. Representatives of the Illinois Electric Rail-
ways Association and the New York Electric Railway
Association were also invited but were unable to appear.

The conference took up point by point a number of
detailed suggestions which had come in from member
companies, and where practicable, these were put into
form for suggestion to the Bureau of Standards.

Slight Increase in Mail Pay

Report of Second Assistant Postmaster-General Shows
Slight Increase for Year Ending June 30, 1915, but
Smaller Estimate of Cost for This Year

THE report of the second assistant postmaster-gen-
eral for the year ended June 30, 1915, has just
been made public. The portion of the report relating to
electric and cable-car service follows:

Table Showing Electric and Cable Mail Routes, Tear Ended
June 30, 1915

, Increase s

Amount

Per Cent

569

10

1.788

8,182.68

250.40

3.156

Annual travel, miles

13,947,850.96

795,907.40

6.051

Annual rate of expenditure....

$819,452.41

$57,247.02

7.517

Average rate of cost per mile

$100.14

$4.06

4.225

Average rate of cost per mile

5.87

0.09

1.554

Average number of trips per

16.39

0.45

2.823

The appropriation for the fiscal year 1915 provided
by the act of March 9, 1914, was $784,000. The de-
ficiency appropriation provided by the act of March 4,
1915, was $15,888, making the total appropriation for
the fiscal year $799,888.

The amount expended, as reported by the auditor, to
Sept. 30, 1915, was $797,800.82, leaving an unexpended
balance of $2,087.18, out of which unsettled accounts
must be paid.

The amount available for the fiscal year 1916 is
$784,000. The post-office appropriation bill for 1916 car-
ried $845,000 for this purpose but failed of passage, and
the joint resolution hereinbefore mentioned made the
amount of appropriation for the fiscal year 1915 avail-
able for the fiscal year 1916.

The annual rate of expenditure was:

July 1, 1915 $818,857.57

Sept. 30, 1915 788,944.95

The sum estimated as necessary for the fiscal year
ending June 30, 1917, is $660,000, being $124,000, or
15.81 per cent, less than the appropriation for 1916.

The annual rate of expenditure for electric and cable-
car service authorized at the various rates provided by
law was, on June 30, 1915, as follows:

At 3 cents a mile $196,991.85

At 4 cents a mile 75,504.89

Under special provision 6,707.20

At railroad rates 81,137.79

At schedule rates other than 3 and 4 cents a mile 38,750.34

At department and independent car regular rates 45.126.0i

At apartment and independent car maximum rates. . . . 370,219.93

At special agreement rates less than regular rates.... 5,014.38

$819,452.41

The estimates for the next fiscal year include the ex-
isting provisions regarding rates that may be paid.

Demands were made upon the department during
the fiscal year by a number of electric car companies for
increased compensation, and increases were allowed
within the limitations prescribed by law where condi-
tions warranted. In certain cases, notably Boston,
Mass., it was found to be to the department's advantage
to discontinue the electric car service and provide a
substitute service.

ELECTRIC RAILWAY JOURNAL

132

ELECTRIC RAILWAY JOURNAL [Vol. XLVI1, No. 6

EQUIPMENT AND ITS MAINTENANCE

Short Descriptions of Labor, Mechanical and Electrical Practices I

in Every Department of Electrical Railroading \

■ ■

Contributions from the Men in the Field Are Solicited and Will Be Paid for at Special Rates. •

Reclaiming GE-57 Motors

BY R. W. PALMER
Manager Cleveland & Erie Railway, Girard, Pa.

The armature and axle bearings on GE-57 railway
motors, like those of most split-frame railway motors,
are held in position by clamping the bearing shells in
place by means of the lower bearing or other housing
cap. The regular service wear causes these bearing
seats to wear to such an extent as to interfere with
proper alignment of the armature, pinion, gear and
axle, causing undue wear of gear and pinion, as well
as inequality in the air gap between armature and pole
pieces. These faults not only interfere with the effi-
ciency of the motor but increase the cost of main-
tenance.

To correct the defects and re-establish the centers it
is necessary to rebore the motor frames, which work is

RECLAIMING GE-57'S — CAST-STEEL SHIELD OVER AXLE

done in the shops of the Cleveland & Erie Railway on
a standard 36-in. lathe. In boring the frames for the
armature bearings the field coils and pole pieces are re-
moved and a cast-iron spool 20%-in. in diameter, shown
in the illustration immediately following, is placed
between the upper and lower frames, resting on the
four finished surfaces where the pole pieces are at-
tached. The frame bolts are then replaced and the
upper and lower halves are bolted together, clamping
the spool, which acts as a guide for the boring bar,
firmly in place.

After removing the cross-feed carriage the frame is
placed in the lathe, with the boring bar between the
centers. It is then lined up and clamped to the car-
riage and the armature bearing seats are bored to a
standard diameter of 5 in.

After the boring of the armature seats, and while
the spool is still clamped in position, a %-in. hole is
drilled parallel to, and 7 5/16 in. from, the axis of the
armature bearings on both commutator and pinion ends,
on the side opposite the axle. These %-in. holes are
drilled so that one-half of each is in the upper and the
other half in the lower frame. When the motors are
finally reassembled, a %-in. pin, made from cold-rolled
steel with cotters at each end, is placed in the holes.
This pin acts as a dowel and prevents the lower frame
from shifting when it strikes any obstruction in the
track, such as high bricks in pavement or hard, frozen
snow.

In reboring the axle-bearing seats the spool and bor-
ing bar are removed, and the finished ends of the arms
shown in the previous halftone are clamped in the arma-
ture-bearing seats. After the frame has been properly
centered and clamped to the carriage, the axle-bearing
seats are rebored to a uniform standard of 5 in., new
armature and axle bearings being made to fit the re-
bored frames. The following illustration shows this
operation.

On the GE-57, and other older types of motors, the
axle bearings as well as the axles were subjected to un-
necessary wear on account of dust and grit. In con-
nection with the reclaiming of GE-57's, the axles have
been inclosed with a cast-steel shield made in two
halves, one section being electrically welded to the top
and the other to the bottom half of the motor frame, the
joint between the two halves being machined with an
offset so as to make it dust tight. This arrangement
as well as the practice of reboring the frames has given
very satisfactory results and has been the means of
considerably reducing the cost of maintenance. The
shield is shown in the two small illustrations in the first
column.

Ha

RECLAIMING GE-57'S — SPOOL GUIDE FOR BORING BAR

RECLAIMING GE-57'S — REBORING THE AXLE BEARINGS

January 15, 1916]

ELECTRIC RAILWAY JOURNAL

133

DETAIL SKETCHES SHOWING FOUR STAGES IN THE DEVELOPMENT OF THE MODERN CURTAIN FIXTURE

The Development of the Automatic
Car Curtain

BY W. H. FORSYTH
Second Vice-President Curtain Supply Company, Chicago, 111.

The first concern to offer to the trade a practical and
suitable curtain device was the E. T. Burrowes Com-
pany of Portland, Me., which, about the year 1892,
purchased from the inventors and owners the original
pinch-handle curtain fixture. This consisted of a tube
at the bottom of the curtain containing two reciprocat-
ing rods, to the inner ends of which pendants or handles
were attached. The rods carried at their outer ends
pieces of rubber which were thrust against the bottoms
of the grooves in the window frame by springs.

Prior to the introduction of this style of curtain,
wooden blinds had been generally used, but had proved
costly to the railroad and inconvenient to the passen-
gers. In order to keep the wooden blinds in proper
condition, they had to be removed from the car, scraped
and revarnished at intervals. One or two of such treat-
ments loosened the wooden slats in their sockets, re-
quiring early replacement of the blinds. The hardware
attached to the wooden blind was also a source of ex-
pense. As a result of the high first cost and mainte-
nance cost of the wooden blind the railroads welcomed
the curtain. The passengers also, who found the wooden
blinds difficult to move due to swelling, appreciated the
change.

The use of the pinch-handle curtain with the rubber
tip grew rapidly, but as it grew certain defects became
apparent. Many passengers, through ignorance, failed
to pinch the handles but instead grasped the bottom of
the curtain, often drawing them into oblique or canted
positions. Sometimes the curtains would be pulled en-
tirely out of the curtain grooves.

About this time the Adams & Westlake Company put
on the market the "Acme" cable fixture, which was so
constructed that the fixture could not get into a canted
position, nor could it be pushed out of the grooves,
through the application of the "squaring band" prin-
ciple used on large drawing boards. Two cables which
crossed each other inside the tube at the bottom of the
curtain were used. This device held the curtain rod
in the grooves, but another difficulty was encountered,

namely, the wearing of the cables due to the constant
friction. Furthermore, the cable fixtures could not be
removed from the groove at the top of the window open-
ings to permit the car cleaners to clean the windows
without soiling the curtains. The curtains thus became
soiled during the cleaning operation.

About 1892, Forsyth Brothers Company put on the
market the roller-tip type of fixture. In this the tips
were elongated and in the tip ends were placed anti-
friction rollers. A friction pad was placed between the
rollers, extending out beyond a line tangent to their
surfaces. Thus when the curtain was tilted the friction
pads were withdrawn or rocked away from the bottom
of the grooves, and the anti-friction wheels on the ends
of the tips came in contact with the bottom of the
grooves. As these had no holding power, the upward
pull of the spring roller immediately drew the curtain
into a level position, and the curtain righted itself with-
out leaving the grooves. This type of fixture almost
immediately became popular.

In 1899 the Curtain Supply Company was formed,
having come into possession of all the patents owned
by the other companies mentioned. The new company
immediately began to develop the art still further. It
was seen that, in order to work efficiently, a curtain
fixture should hold the curtain at any point in the win-
dow without creeping, and it should be capable of opera-
tion either by using the pinch handles or by grasping
the curtain anywhere along the bottom, remaining at
the same time level and in the grooves.

While the roller-tip device held the curtain without
allowing creeping, it lacked the ability automatically to
release its hold upon the window frame when the at-
tempt was made to draw the curtain down. This latter
operation was the immediate cause of the canting of
the curtain or of its being pulled entirely out of the
grooves. When the passenger pulled the curtain down
at one end, he drew the holding means on one side away
from the bottom of the groove, but he did not release
the holding means which was still holding the curtain
on the other side. Therefore, the curtain was readily
drawn from a horizontal position out of the window
opening.

To obviate the above difficulty the ring fixture was
designed. This not only holds the curtain without

134

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 3

creeping, resisting the upward pull on the roller, but in
addition automatically releases its hold of the window
frame when the curtain is drawn down.

Experience developed that for some cases a special
construction of the tip was desirable in order that the
fixtures could not be removed from the grooves. For
this purpose flanges were provided on the tips of the
ring fixture and a confining strip of metal was mounted
to project part way over the groove, the inside of the
flange coming in contact with the inside of the confining
strip. This is called the closed type of fixture, which
is much more generally used on electric cars in the
country than on steam cars.

Track Rehabilitation in Springfield,
Ohio

BY C. G. KEEN

Engineer of Way and Structures American Railways,
Philadelphia, Pa.

The Springfield (Ohio) Railway, a subsidiary of The
American Railways, Philadelphia, Pa., has recently
completed about 12 miles of track construction and
reconstruction which presents many interesting
features. With the exception of about 2% miles of open
track the entire construction is of 100-lb. A. R. A.
Series A rail on steel ties and concrete ballast. The
paving is of brick with granite stretcher blocks, except
in the central portion of the city, where wood block
was laid to conform with the paving program of the
city. Paving was done by the same contractor who had
the city contracts for paving the balance of street, and
the contracts included the entire concrete substructure.
The granite stretchers were furnished by the company.

The company was fortunate in being able entirely to
suspend operation on the streets on which work was
being done and thus was enabled to give the concrete
substructure and the paving grout ample time to set.
The old tracks were generally in dirt ballast and were
removed to the original sub-grade at a cost of from 13
cents to 16 cents per foot. The additional excavation
to conform with the cross-section shown in the accom-

- 6'0"

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5 - WMedJpJnF

T, -Inter national ' Stee/\f/e •'l; ^' ~'f j,

Longitudinal Elevation at Joint

Plan of Tie

f >■? '■^WStwe^r ---■---■■■■-^Granite

\ firanite Block * /-Sand Cushion Block

■ 8 -^42 ■> Roadbed and
Elevation of Tie

TRACK REHABILITATION IN SPRINGFIELD — DETAILS OF STAND-
ARD TRACK CONSTRUCTION

panying illustration averaged 5 cents per foot. The
concrete was mixed in a batch mixer and was spouted
into the trench by the paving contractor and was in-
cluded in the square-yard price for paving.

Carnegie rolled steel ties section 25-M were used with
5-ft. spacing. A special clip was bolted through the web
of the rail as shown on the drawing, except at joints
where the International twin-steel tie was used.

In paved construction the track was electrically welded

TRACK REHABILITATION IN SPRINGFIELD — PAVING TRACK IN WEST PLEASANT STREET, SPECIAL- WORK LAYOUT WITH STEEL TIES

January 15, 1916]

ELECTRIC RAILWAY JOURNAL

135

at the joints, and the base of the rail was welded to the
plates of the twin-steel ties. Joints were placed oppo-
site, making but one twin tie every 60 ft. Both re-
sistance-type and motor-generator machines were used
in the welding. The electrical resistance of 3 ft. of rail
at the joints was equivalent to an average of less than 3
ft. of unbroken rail, owing to the use of the cross-section
of the joint plates and the International steel tie plate
for conductivity. Flat joint plates, furnished by the In-
dianapolis Switch & Frog Company, and plain angle bars
with the lower leg planed to give welding space were
used on different parts of the work. No cross-bonding
was necessary as the rails are welded to the steel ties
at joints.

From a summary of a few jobs on which costs are
completed the following statement of the average cost
per foot has been prepared:

Engineering and superintendence $0.05

Grading (extra depth below original sub-grade) 05

Ballast (concrete 1:3:5) 54

Ties (one twin steel tie at joints, Carnegie ties on 5-ft.

centers between) 31

Rail and rail fastenings (including clips for Carnegie ties) . . 1.16
Special work :

Track labor (including welding costs) 30

Paving (brick with granite stretchers, cement grout) 1.50

Removing old track to original sub-grade 15

Total $4.06

Special work was also built of 100-lb. A. R. A. Series
A rail with bolted, rolled guard. Iron-bound construc-
tion comprised frogs and mates and solid manganese
tadpole-type switches. Cast-iron heel blocks were
placed at all acute angles and drain boxes in the switch
pieces.

The track work described above is the remaining
part of the rehabilitation scheme, of which the carhouse
and shop buildings were described in the issue of the
Electric Railway Journal for March 20, 1915, page
556, and the power house in the issue of Oct. 30, 1915.

The rehabilitation work has been in charge of George
C. Towle, general manager, Andrew Schmittauer, super-
intendent of construction Springfield Railway, H. J.
Crowley, general manager American Railways, and the
writer.

Converter Trouble Cured by Brush
Treatment

At the Virden substation of the Illinois Traction Sys-
tem, a 300-kw. rotary converter operating at 500 r.p.m.
on 25-cycle current with 600 volts on the d.c. side, orig-
inally gave considerable trouble partly because of the
extreme irregularity of the loads placed upon it. A
standard make of carbon brush having sufficient hard-
ness to keep down the mica between commutator bars
was used at the time, but by undercutting the commu-
tator and substituting softer brushes for the hard ones,
all of the original difficulties were overcome.

The rotary has six poles with seven brushes to the
pole, the size of brush being 1^4 in. x % in. The full
load is 500 amp., giving about 30 amp. per square inch
of brush contact, a pressure of V£ lb. per brush being
maintained. The accompanying chart, taken with a
graphic meter during the time when the excessive
trouble with the converter was being experienced, indi-
cates the variable character of the load. However, the
average output of the substation is only about 1800
kw.-hr. per day, making it evident that the trouble was
not due to constant overloading of the converter. The
d.c. circuit breaker, it may be said, is set to open be-
tween 800 amp. and 850 amp. of load.

The following record shows the frequency of the

trouble that was experienced up to the time that the
change was made.

Jan. 16, 1913, armature burned out. Replaced thir-
teen coils.

Jan. 21, 1913, armature burned out. Replaced twenty-
one coils.

March 22, 1913, flash across a.c. collector rings. Rings
burned badly. Collector brushes annealed.

July 21, 1913, shunt field winding punctured.

Aug. 4, 1913, armature burned out. New armature
installed because commutator was badly burned.

Aug. 19, 1913, shunt field punctured.

Aug. 28, 1913, commutator badly burned. New set of
brushes installed after commutator had been ground
down.

Sept. 30, 1913, armature burned out. New armature
installed because commutator was badly burned.

800

Ehclric Jtti.Juurnal

SECTION OF CHART SHOWING LOAD ON FRACTIOUS CONVERTER

Feb. 7, 1914, armature changed because commutator
was badly burned. Grinding gave only temporary relief.

March 13, 1914, shunt field punctured.

March 30, 1914, commutator ground down because it
was burned.

May 14, 1914, commutator turned down, ground
smooth, undercut, and a set of Le Carbone grade G car-
bon brushes installed.

Since the date of the last entry in the above record
no lubricant whatsoever has been used. The brush
wear, up to the present time, is about 3/16 in., and the
change has eliminated all of the previous trouble with
the rotary. The brush that is installed at present is of
a much less abrasive grade than the one previously used,
this being made possible by the undercutting of the
commutator, which has now acquired the desired finish.
It may be said that the present peak load on the ma-
chine is higher than it was when the chart that is re-
produced in the accompanying illustration was taken.

Electric Locomotives Ordered and
Track Electrified by the St. Paul

The Chicago, Milwaukee & St. Paul Railway was noted
in the regular annual rolling-stock statistical tables
of the Electric Railway Journal of Jan. 1, 1916, as
having ordered during 1915 nine 260-ton electric loco-
motives. This figure should have been thirty, which
includes nine locomotives for the Three Forks-Deer
Lodge division, and twenty-one locomotives for the Deer
Lodge-Avery division, all of which are under construc-
tion at the present time. While these machines were
originally designed for 260 tons, certain modifications
made by the manufacturer and the customer increased
the weight to 282 tons.

In the statistical tables on new electric railway track
built, published in the same issue, the new mileage of
approximately 7 miles electrified and placed in operation
at 1500 volts by the Great Falls, Mont., terminal of the
Chicago, Milwaukee & St. Paul Railway should have
been included in the list.

136

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 3

Counts Five Kinds of Fares

Another development in the refining of the register-
ing fare box to meet the various demands of street rail-
way service has just been put on the market by the
Johnson Fare Box Company, Chicago and New York.
To the standard registering fare box has been added a
registering mechanism which automatically counts two

different denominations of
metal tickets, as well as
nickels, dimes and pennies on
separate cyclometers. The
metal tickets, which are
made in two sizes to serve
for lines where two classes
of ticket fares are in use,
are counted and indicated on
two different dials, while the
cash fares, including nickels,
dimes and pennies are total-
ized and shown on another
indicator. The fourth in-
dicator totalizes all fares col-
lected and the three other in-
|KB dicators show the total pas-
senger load divided into the
three classes of fares col-
lected. The counting mech-
anism for the four dials is
so interlocked that it is im-
possible for any class of fare
to be registered on the wrong
dial. The addition of the
new features has involved no
change in the size of the
regular Johnson fare box nor
in the design of the hopper.
All fares are deposited into one hopper and the counting
mechanisms select the different classes of fares and
indicate them on the dials.

Distinctive tokens, which may be furnished by the fare
box company or purchased in the open market, have
been designed especially for use with this box. They
consist of coins, one between the penny and the nickel
in size and the other between the American dime and
the Canadian 5-cent piece. Both of these metal tokens
are made with a bronze rim and a German silver center
swedged securely in place. This combination, together

FOUR-DIAL FARE BOX

with the printed matter impressed on this coin with the
dies, making it very difficult to counterfeit, and the hard-
ness of the metal employed insures a long wear life.
Considerable attention was given to the design of the
coin and the selection of the metal to overcome the
usual objections to a metal ticket. This fact and the pro-
vision of four cyclometer dials and the transfer register
mechanism on the fare box, are distinctive features
which make possible the use of the registering machine
in cities where complicated fare classifications have
limited their use heretofore.

Three-Section Tower Wagon

Since the adoption of the automobile type of tower
wagon by many electric railway companies, the need
has been felt for a tower in which the weight is placed
lower when the tower is closed than on the commonly-
used two-section tower, thus eliminating top-heaviness
as far as possible. To meet this demand, J. R. Mc-
Cardell & Company, Trenton, N. J., have recently
brought out the three-section design which is shown
in the accompanying illustrations, these cuts being
made from photographs of a machine in use by the
Reading Transit & Light Company, Reading, Pa. This
type of tower, when lowered, has between 20 per cent
and 25 per cent less height than a two-section tower
designed to attain a height equal to that attained by
the three-section design. It can be operated easily by
one man, the same type of revolving platform and hoist-
ing engine being used in both the three-section and two-
section designs. In fact, only such parts have been in-
troduced in the three-section tower as were necessary
to adapt the company's well-known two-section tower to
the new conditions involved by the growing use of the
automobile.

The three-section design measures, horizontally, 4 ft.
7 in. long by 4 ft. 3% in. wide, and it can be used on
any vehicle or car on which a two-section section tower
can be used. The body measures 4 ft. 5 in. wide outside
of panels, and the length of the body is governed by the
length of the chassis frame in back of the driver's seat.
Two large lockers, one on each side with a passage way
between, extend from the rear of the tower to the rear
end of the body, these being provided with lids, hasps
and staples, and a complete equipment of hand rails, back
rails, steps, etc., is provided. The height of the tower
when lowered, measured from the bottom of sill to the

THREE-SECTION TOWER IN LOWERED POSITION

THREE-SECTION TOWER IN RAISED POSITION

January 15, 1916]

ELECTRIC RAILWAY JOURNAL

137

floor of platform, is 7 ft. 1 in. When the platform is
elevated the height between the same points is 16 ft.
5 in., but these dimensions can be varied within cer-
tain limits, every inch added to the height when lowered
adding 3 in. to the height when raised. The net weight
of the three-section tower, complete, is approximately
1750 lb.

Motor Wheel for Railway Hand
Speeders

A convenient application of the motor wheel to the
railroad hand speeder or velocipede, shown in the ac-
companying illustration, has been worked out by Mudge
& Company, Chicago, 111., together with the A. O. Smith
Manufacturing Company of Milwaukee, who have for
the past two years been manufacturing a motor wheel
for application to bicycles.

The motor wheel is attached behind the velocipede
and employed as a pusher. Special appliances for at-
taching may be furnished. The engine is of the four-
cycle, air-cooled type, 2%-in. bore by 2y2-in. stroke,
and develops 1% hp. It is magneto equipped and is
throttle governed by means of a flexible tubing control
fastened to handlebars or conveniently on seatboard.
Any speed from 4 to 25 m.p.h. can be set and main-
tained.

Some idea of the capacity of this motor wheel can be
gained from the fact that for a test two of them ap-

MOTOR WHEELS FOR RAILWAY HAND SPEEDERS

plied to the rear of a seven-passenger Franklin auto-
mobile easily propelled it on a run of several miles. The
wheel complete weighs but 50 lb. and with its heavy
rubber tire gives ample tractive power to carry one
and, under favorable conditions, two men on a speeder.
It is quickly attached and detached and can be taken
off at night and locked up if it is desired to leave the
speeder out of doors. When not in operation it is
hooked up to the frame of the speeder about an inch
over the rail so that the handlebars can be used.

Italian State Railway Electrification
Projects

Representations have been made to the Italian State
Railway Administration urging the completion and ex-
tension of electrification of the Piedmontese Railway
network, and in particular the early completion of the
electrification and double-tracking of the line from
Turin to Bussoleno; also for the supply of electric cur-
rent for the operation of the completed section to Mo-
dane of the Mount Cenis Railway, and the discontinu-
ance of steam operation on the Bardonecchia-Modane
section. The absence of the engineers of the Paris,
Lyons & Mediterranean Railway is recognized, but it
is urged that the Italian Railway Administration should
proceed with or without their co-operation, in the in-

terest of the future trade prospects of these regions.
The association also urges action with regard to the
electrification of the Turin-Pinerolo-Torre Pellioe line,
which is of a mountainous character.

Clear Vision Shield

An independent adjustable glass panel or shield for
preserving a clear line of vision through the motorman's
window during bad weather has been developed by the
Clear Vision Shield Company, Pittsburgh, Pa. The
shield, shown in the accompanying illustration, is
hinged at its upper edge and mounted independently
in front of the motorman's window. When in an in-
clined position it prevents the driving of snow and rain
against the motorman's window and may be so adjusted
so that the line of vision of the motorman, while below
its lower edge, is within the zone protected by the in-
clined shield from both snow and rain. If ventilation is

STORM SHIELD FOR MOTORMAN'S WINDOW

desired the motorman's window may be dropped slightly
without any exposure. When the shield is in a vertical
position there is created a "dead air space" between the
rain panel and the motorman's window which tends to
prevent the formation of frost on the front window and
thus in very cold weather gives the motorman a clear
view ahead.

The shield is a handsomely-finished black enameled
steel channel frame; the glass is ^4-in. plate, set in rub-
ber or steel liner. All parts are made extra strong to
withstand hard service. The adjustments are furnished
in either rod or friction hinge styles.

The Colwyn Bay (England) Council is vigorously op-
posing a change proposed by the officials of the tram-
ways running between Colwyn Bay and Llandudno, to
increase the service by putting on a number of double-
deck cars. The opponents of the change object to the
double-deck cars on account of the steep hills, and also
contend that such cars would not be in keeping with
the character of the district.

138

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 3

NEWS OF ELECTRIC RAILWAYS

NEW YORK COMMISSION REPORTS TO LEGISLATURE
Commission for the Second District Reduces Its Operating
Cost Despite Increase in Activities

The ninth annual report of the Public Service Commis-
sion for the Second District of New York, submitted to the
Legislature on Jan. 10, shows one of the most important
years in the commission's existence. In addition to han-
dling large current business, the commission has disposed
of all of the old cases which have been pending for a long
time, has released nearly $500,000 tied up in a dispute
with the New York Central over the payments for the
elimination of the Yonkers grade crossings and has entered
upon the administration of the so-called Thompson jitney
bus law which brought all the vehicles of this character
under the jurisdiction of the commission as common
carriers.

In taking up the work of the jitney bus, two cases were
brought to the courts, one of which was carried to the
Appellate Division. These cases, recently decided, have
laid down clearly the classes of vehicles which come under
the law, embracing practically all vehicle lines, operating
wholly or partly within a city, and in competition with other
common carriers. The district attorneys and city officials
throughout the State were notified of the scope of these
decisions, and so far as the commission has learned all
operation of jitneys in contravention to the statute has been
stopped. Many applications are now pending before the
commission for certificates of convenience and necessity
under the law.

The total number of applications and complaints to the
commission for the year has been 1997; 2184 cases of all
sorts have been disposed of, showing a reduction of the
commission's calendars for the year by 187 cases. To ac-
complish this result the commission held 578 hearings on
352 days, 256 hearings in Albany, eighty-four in New York
City, fifteen in Buffalo, and eighty-six in various other
places in the State.

The expenses of the commission during the first year
were $438,000. For the current fiscal year (ended Sept.
30, 1916), the appropriation is $394,000, and for the next
fiscal year the commission has requested only $392,000,
showing a consistent decrease in cost despite enlarging
duties.

There are now 928 public utility enterprises under the
jurisdiction of the commission, including steam and street
railway corporations, express, sleeping car, baggage and
baggage transfer, stage coach and stock yard companies,
electrical, gas, and steam corporations, including munici-
palities and unincorporated individuals, and telephone and
telegraph companies.

RECOMMENDATIONS CONTAINED IN NEW JERSEY
COMMISSION'S REPORT

The Board of Public Utility Commissioners of New Jersey
is still of the opinion that the legislation suggested by it
to the Legislature but not adopted last year would add
desirably to the laws providing for regulation of public
utilities. The commission now suggests in its annual report
to the Governor further consideration of the following:

1. An act specifically empowering the commission to re-
quire proof when its approval of proposed security issues is
asked that there has been an adequate attempt on the part
of the petitioners to ascertain and to obtain the highest
price at which such securites may be sold, and in default of
satisfactory proof thereof to impose as a condition of grant-
ing such approval the advertising for sealed competitive
bids for such securities accompanied by certified checks
guaranteeing the responsibility of the bidders.

2. An act making void all security issued by public util-
ities, whether put out by way of sale or by way of pledge
or hypothecation, and making such unauthorized issue a mis-

demeanor, unless the prior approval of the board thereof
has been granted.

3. An amendment of the general railroad act, and in
particular Sec. 70 thereof, whereby the limitations to be im-
posed upon the bonded debt that may be incurred by a
railroad company incorporated in New Jersey by a foreign
corporation as regards its property situate in this State
may be made uniform, whether said company is operated
independently or under lease, or by virtue of merger or
consolidation with another railroad company.

4. Legislation prescribing more precisely the terms un-
der which railroad companies or other public utilities may
lease or be leased to railroads or other public utilities, such
legislation to fix the maximum term of the lease and to
make mandatory the requirement that the property of the
lessor company shall be at all times capable of identifica-
tion either physically or by fixing the -value thereof upon
the books of said lessor company and lessee company re-
spectively.

MASSACHUSETTS COMMISSION STUDYING BAY
STATE VALUATION

Following an appropriation of $10,000 jfrom the execu-
tive council for expert services in the pending fare case of
the Bay State Street Railway, the Massachusetts Public
Service Commission has begun an investigation of the valu-
ation submitted by the company at the recent hearings and
prepared by Sloan, Huddle, Feustel & Freeman, Madison,
Wis. At present the board is utilizing the services of
seven members of its engineering and inspection depart-
ments in the analysis of investment cost on about 40 miles
of road between Medford and Lowell, Boston and Lynn.
The checking is being done independently of the Feustel
report and takes into account the cost of track, conduit
and overhead lines. Various records of the company are
being examined by the accounting department of the com
mission under J. W. Lester, chief accountant, and the en-
gineering studies are being made under H. W. Hayes. The
checking at present being carried out by the board is in
the nature of a cross-section of the company's valuation.
The extent of later work has not yet been determined.
Hearings will be resumed at Boston on Feb. 1 by the com-
mission. At that time Mr. Feustel will be cross-examined
relative to the valuation submitted by the company. This
valuation is stated to have cost about $60,000.

FURTHER APPROVAL OF HYDRO-RADIALS

The construction of a public-owned radial system in
western Ontario was approved on Jan. 3 by eighteen
municipalities. Only four went against it — the Townships
of Waterloo, Blanchard, North Easthope and East Zorra.
Of the four defeats for the by-law, two at least, those in
Blanchard and Waterloo, were due to the fact that the
by-laws were submitted for the whole township instead
of for the section immediately interested. The result was
that the portions of the townships which would not derive
a direct benefit from the radial line voted down the other
part. These are contiguous to the line, and under a clause
in the act their consent is not necessary for the construc-
tion of the radials. New petitions will be circulated asking
for a by-law covering only the sections of the townships
benefited.

Counting the six municipalities that voted on Jan. 1
for the scheme, twenty-four places have not voted. In five
municipalities by-laws will be voted upon later. Regard-
ing the negotiations with Sir William Mackenzie in con-
nection with the purchase of Mackenzie and Mann radials,
Sir Adam Beck said that the offer of cost plus 10 per cent
only referred to two lines now in the conception stage,
and possibly one or two under construction. This offer
had nothing to do with the Metropolitan or other radials
now running out of Toronto. He thought a fixed price

January 15, 1916]

ELECTRIC RAILWAY JOURNAL

139

would have to be agreed to before title to the radials could
be acquired, but the conferences have not reached that stage.

It is not unlikely that another attempt will be made in the
courts to upset the by-law in Toronto. This was intimated
when the application to restrain the Council from submit-
ting it was thrown out by the High Court. If this is
attempted it will probably be on similar grounds, viz., in-
cluding in the by-law the clause relating to townships set-
ting forth the district to be assessed for the line.

MASSACHUSETTS COMMISSION PRESENTS
REPORT

The third annual report of the Massachusetts Public
Service Commission was submitted to the Legislature on
Jan. 10. It covers the year ended June 30, 1915.

An appropriation of $10,000 has been received to enable
the board to call upon outside experts in studying the pend-
ing Bay State Street Railway fare case, which the commis-
sion considers in many respects the most important fare
case of the kind ever tried in the State. The report states
that in the pending cases depreciation will demand close
attention leading to the establishment of a single standard
of figuring this expense. A special report will be submitted
relative to conditions at the Dudley Street station, Boston.

During the year 3613 car inspections were made and no
serious defects were found. The number of cars found de-
fective with reference to wheels, brakes, lighting, car-seat
frames or through untidy conditions was 732. The number
of accidents due to broken or loose wheels, broken journals
and axles reported was sixty-seven; miscellaneous accidents
investigated, such as collisions, personal injuries, and faulty
operation, 455; accidents caused by defective track, 447.
The number of fatal accidents to individuals investigated
was ninety-six. Accidents caused by persons coming in
contact with either fenders or wheel guards, or both, were:
fatal, fifteen; serious, sixteen; not fatal or serious, 252.
Lifting jacks were used eight times to extricate persons
from underneath cars. In five instances the time consumed
was five minutes each, in one instance twelve minutes and
in two others nine and eight minutes. The total number of
persons injured was 8488, of which eighty-five were fatal.
The number of passengers injured was 6229. Of these
twenty-two were fatal. Last year 8282 persons were injured
and 117 were killed.

THE TRUTH ABOUT CALGARY

F. G. R. Gordon, writing in Concerning Municipal Owner-
ship for January, 1916, under "The Truth About Calgary,"
referred to the municipal street railway there as follows:

"A further claim has been made by public ownership
advocates that the operation of the street railway system
has resulted in a big profit, and one writer adds that this
miracle has been accomplished on a fare of 2% cents. This
is far from the truth. The fare of 2% cents is only for
school children, that is to say, ten tickets are sold for
25 cents. Workingmen's tickets are sold during certain
hours of the day at a rate of eight for 25 cents. Ordinary
tickets are sold at twenty-five for $1 in book form. Civic
employees receive thirty tickets for $1. In 1914 the actual
revenue was $702,531. The expenses amounted to $698,698,
leaving a surplus of $3,831.

"The funded debt of the Calgary street railway is
$2,280,210, upon which there is an annual interest charge
of $106,359. The operating expenses for last year totalled
$428,797, of which $277,894 went for wages and salaries.
The ratio of operating expenses to gross earnings approxi-
mated 70.08 per cent. The system cost $31,331 per mile.
The depreciation charges for 1914 were $29,299, or less
than IV2 per cent. Here we find the 'nigger in the
(municipalized) wood-pile.' Five per cent for depreciation
is a sufficiently low figure in the United States and it is
doubtful if 6 per cent would be too high for Calgary, when
the climate is considered. If Calgary had allowed even
4 per cent for depreciation in 1914, the city would have
lost $58,000 net on her street railway system.

"The taxes paid by the system amount to a total of
$3,373, of which $863 was on land. As the tax rate in
Calgary is $20.75 per $1,000 of valuation, we see that the
city discriminates in favor of its street railway system."

ANOTHER 200 CARS ORDERED BY NEW YORK
MUNICIPAL RAILWAY

The New York Municipal Railway Corporation, Brooklyn,
N. Y., has just placed an order with the American Car &
Foundry Company for 200 all-steel side-door car bodies and
trucks for same. This order supplements earlier orders for
300 car-body and truck equipments previously placed with
the same builder. The bodies and trucks will differ only in
a few minor details from the original designs which were
described in the Electric Railway Journal for June 6,
June 13 and Dec. 26, 1914; March 13, March 27 and May 8,
1915. This order is subject to the approval of the Public
Service Commission, First District of New York, in accord-
ance with regular procedure. News of this order was re-
ceived too late to be included in the department headed
"Rolling Stock," which had already gone to press.

DUTY TO KEEP STREETS IN REPAIR IN
NEW JERSEY A CONTINUOUS ONE

The Board of Public Utility Commissioners of New Jersey
has disposed of the complaint of the Borough of Red Bank
against the Monmouth County Electric Company by order-
ing the company to make certain improvements to its
roadbed, tracks and ties requisite to furnishing safe, ade-
quate and proper service. Complaint was made by the
borough that the company did not furnish proper service
and it was particularly charged that it did not properly
maintain its property in Monmouth Street, Front Street,
Broad Street, West Street, Wharf Avenue and Shrewsbury
Avenue. The company denied the streets were in bad condi-
tion due to its negligence, and alleged the borough required
the company to permit the Jersey Central Traction Com-
pany to operate cars over its rails in certain streets. It
was charged that any impairment of the rails and streets
was due to the size and weight of the cars of the Central
Traction Company. The company also set up that the
jitney service between Red Bank and Long Branch had
greatly diminished the revenues of the company and that
the service, facilities and appliances furnished by the com-
pany were all that could fairly and justly be required under
the circumstances. After reviewing the testimony, the board
concluded the company did not keep certain portions of its
property in proper condition and stated that repairs could
be made for $847. Continuing, the board said:

"No matter if this unsafe condition of the company's
property is partly due to the operation of the cars of the
Jersey Central Traction Company over said tracks by the
terms of the original franchise ordinance, under which the
respondent is operating its system in the borough, it is in
no wise relieved thereby from its duty to the public. It is
well to note, however, that the Jersey Central Traction
Company pays to the Monmouth County Electric Company
a regular rental mutually agreed upon between them, for
the operation over its tracks."

The statutes of New Jersey, the board says, impose on
every street railway company the duty to keep in repair,
to the satisfaction of local authorities, the paving or sur-
face material of the portions of the streets occupied by
its tracks. The board said:

"This statutory obligation cannot be waived or modified
by any ordinance of the borough. The supplemental ordi-
nance known by the number 68 is improvident and disad-
vantageous to the borough of Red Bank. The paltry con-
sideration of the payment of $200 per annum only aggra-
vates the injustice perpetrated on the public if we accepted
the company's view of its intent. We conclude that the
statutory duty was not and could not be changed by any
action of the Borough Council. The duty of the company
to keep portions of the streets in proper repair is a con-
tinuing one, and if these repairs were satisfactory to the
local authorities in the year 1910, they certainly have not
been for the two years last past. They have continually
complained of their unsatisfactory condition."

Toledo Appraisal by July 1. — The Ohio Public Utilities
Commission has extended until July 1, 1916, the time of
the Toledo Railways & Light Company, Toledo, Ohio, for
filing its inventory and appraisal. The city officials desire
the data from the appraisal for use in negotiating with the

140

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 3

company for a new franchise. The city will probably ap-
point engineers to check the inventory and report in its
behalf.

President Wilson to Address Railway Business Associa-
tion.— President Woodrow Wilson has authorized announce-
ment that he will speak at the dinner of the Railway Busi-
ness Association on Jan. 27 at the Waldorf-Astoria Hotel,
New York. His subject has not yet been given out. In his
annual message in December the President recommended an
inquiry into the whole question of railway regulation. The
suggestion is embodied in a resolution, now pending, intro-
duced by Senator Newlands, chairman of the committee on
interstate commerce, and calling for a joint committee of
five Senators and five Representatives to report next De-
cember.

San Francisco Purchase Offer Referred Back. — The ordi-
nance authorizing the submission of an offer by the city to
the United Railroads, San Francisco, Cal., for its lines on
Junipero, Serra and Sloat boulevards and Twentieth Avenue
has been referred back to the public utilities committee by
the Board of Supervisors. Supervisor Vogelsang said the
decision on this proposition should be left to the new board.
City Engineer O'Shaughnessy stated from $3,000,000 to
$4,000,000 would be required for the Municipal Railway ex-
tensions which should be constructed now, and he regarded
a bond issue as desirable.

Six Ex-Directors of New Haven Acquitted. — Six of the
eleven ex-directors of the New York, New Haven & Hart-
ford Railroad were acquitted on Jan. 9, in the Federal
District Court, of having conspired to break the Sherman
law. Concerning the other five, the jury, after having
been out fifty hours, disagreed. The five whose innocence
was not established were: William Rockefeller, Lewis Cass
Ledyard, Charles F. Brooker, Charles M. Pratt, Edward
D. Robbins. The six who were acquitted were: Frederick
F. Brewster, D. Newton Barney, Robert W. Taft, James S.
Hemingway, A. Heaton Robertson, Henry K. McHarg.

Small Gathering Greets Milroy Committee at Toledo. —
Only thirty persons were present at the first meeting for
the year of the Milroy street railway committee at Toledo,
Ohio, held on Jan. 4, and only two members of the com-
mittee appeared. Out of the total number, nineteen voted
in favor of municipal ownership regardless of how it is to
be attained. Most of those present favored the transpor-
tation of freight over the local line at hours to be desig-
nated by the city. Frank Hillenkamp made the principal
address. He argued that the present indebtedness of the
city was not so serious as to preclude municipal ownership.

Tenders Wanted for Spanish Railway. — Tenders will be
received at the Direccion General de Obras Publicas, Mini-
sterio de Fomento, Madrid, Spain, until Jan. 28, 1916, for
the construction and working, for a period of sixty years, of
an electric tramway in Madrid (Monte del Pardo district).
The minimum rolling stock required to commence the work-
ing of the line is three motor cars and three trailers. Con-
struction work must be commenced within three months
and completed within a year from the date of the award of
the concession. The Bureau of Foreign and Domestic Com-
merce, Department of Commerce, reports that it has no fur-
ther information relative to this opportunity.

Ordinances Before Pittsburgh Council. — Councilman
Robert Garland has introduced into the Council a resolution
authorizing that body, as the committee on public service
and surveys, to enter at once upon a study of all phases of
the underground system which, it is believed, will afford the
only permanent relief from traffic congestion in the down-
town section. Mr. Garland has also presented the ordinance
granting a franchise to the Pittsburgh District Railroad, a
proposed underground system to extend across the city.
This measure was considered by the Council before, but
never acted upon definitely. A. E. Anderson is president of
this company. The proposed ordinances of the Pittsburgh
Railways looking toward the relief of traffic did not come
before Council on Jan. 10.

Columbus Purchasing Agents Organize. — The Columbus
Purchasing Agents' Association was organized at the Vir-
ginia Hotel, Columbus, Ohio, on Dec. 13, 1915. The follow-
ing officers were elected for the coming year: N. O. Abey,
president; W. T. Sheldon, vice-president; H. J. Kaufman,
secretary; W. V. C. Bulkeley, treasurer. The board of

directors will consist of these four officers and C. H. Rogers,
H. C. Hoeflich and J. D. Pinney. The charter members
include the following purchasing agents in Columbus: N. O.
Abey and J. W. Davidson, Jeffrey Manufacturing Company;
W. V. C. Bulkeley and E. C. Johnston, Columbus Railway,
Power & Light Company; J. E. Finneran, Buckeye Steel
Castings Company; H. C. Hoeflich, Case Crane & Engineer-
ing Company; C. H. Rogers, Scioto Valley Supply Company;
R. M. Royer, Ohio State Telephone Company; W. T. Sheldon
and W. A. Tully, Ralston Steel Car Company. The associa-
tion will become a branch of the National Association of
Purchasing Agents.

East Boston Tunnel Tolls Agitation. — Since the begin-
ning of the year the Boston (Mass.) Elevated Railway has
met with considerable difficulty in the collection of 1-cent
tolls in the East Boston tunnel, in addition to the regular
5-cent fare. The Legislature of 1915 passed a law opening
a way for the elimination of the 1-cent toll charge col-
lected from each passenger through the tunnel. The law
provided that the taking of tolls might cease on Jan. 1,
1916, if the Mayor and the City Council of Boston should
appropriate a sum from the tax levy sufficient to make up
the difference between the sinking fund requirements and
the amount of rentals paid by the company for the use of
the tunnel, such suspension of tolls to last for one year.
Owing to the failure of the city authorities to take proper
action, the company found itself obliged by law to con-
tinue the collection of tolls after Dec. 31, 1915, and scenes
of disorder accompanied the refusal of passengers to pay
the toll charge. In a statement issued on Jan. 6, William
A. Bancroft, president of the company, explained the terms
of the company's lease of the tunnel and showed that it has
no alternative to toll collection pending suitable action by
the city. The company is now collecting substantially all
the tolls with police co-operation. It is expected that ap-
propriate action will soon be taken by the city to enable
the tolls to be abolished for the current year.

Brooklyn Elevated Third-Tracking Controversy. — The
Public Service Commission for the First District of New
York took action on the third tracking of the Fulton Street
elevated railroad in Brooklyn, on Jan. 6, by adopting a
resolution authorizing the New York Municipal Railway
Corporation, upon filing a certain stipulation, to close a
contract for the supply of steel required for the third
tracking from Nostrand Avenue to Adams Street on con-
dition "that the plans or drawings for the portion of such
work between Cumberland Street and Adams Street, if
constructed, shall be so modified as to provide for lattice
instead of plate girders, and as so modified shall be sub-
ject to the approval of the chief engineer of the commission
and of the commission." The stipulation referred to is a
statement made at the last public hearing in regard to the
third tracking by Timothy S. Williams, president of the
Municipal Corporation, to the effect that if the city will
provide as a substitute for the three tracks in Fulton
Street between Cumberland Street and Brooklyn Bridge
equal facilities in a subway running generally parallel to
Fulton Street, to be held by the company during the same
tenure as the surrendered facilities and to be furnished
free of cost, the company will accept such substitute facili-
ties and surrender the elevated structure in the business dis-
trict of Fulton Street between Cumberland Street and the
Brooklyn Bridge.

PROGRAMS OF ASSOCIATION MEETINGS

New York Electric Railway Association

The twenty-first quarterly meeting of the New York
Electric Railway Association will be held at the Ten Eyck
Hotel, Albany, N. Y., on Feb. 24 and 25.

Illinois Electric Railways Association

The annual meeting of the Illinois Electric Railways As-
sociation will be held at the Hotel LaSalle, Chicago, 111., on
Jan. 21. The business program will include the reports of
various committees and election of officers. A sub-commit-
tee of the engineering committee will report on trolley and
transmission lines and their supports. A. J. Bates of the
Bates Expanded Steel Truss Company, Chicago, will deliver
an address on expended steel poles for overhead lines .

January 15, 1916]

ELECTRIC RAILWAY JOURNAL

141

Financial and Corporate

ANNUAL REPORT

Boston & Worcester Street Railway

The statement of income, profit and loss of the Boston
& Worcester Street Railway, Boston, Mass., for the years
ended June 30, 1914 and 1915, follows:

1915 1914

Revenue from transportation $724,429 *$686,025

Miscellaneous revenue 14,366 6,451

Total revenue $738,796 *$692,477

Conducting transportation $228,846 $233,821

Maintenance 120,425 128,458

General expenses 81,854 78,338

Total expenses of operation $431,126 *$440,618

Operating income $307,670 $251,859

Interest on funded and floating debt $120,723 $120,693

Taxes 49,301 46,668

Net income for year $137,645 $84,496

Dividends on preferred stock $23,832 $23,832

Dividends on common stock 55,687 55,687

Surplus for year after dividends $58,126 $4,977

*As adjusted by reason of revised method of accounting in
freight department, which excludes freight earnings and expenses
on tracks of other companies.

Both the passenger and the freight earnings of the com-
pany are said to have showed a substantial increase dur-
ing the year in spite of the unfavorable business condi-
tions in the early part. The total revenue showed an in-
crease of $38,404 or 5.6 per cent, while the operating ex-
penses decreased $9,492 or 2.1 per cent. This decrease
resulted from a decrease of $4,975 in conducting trans-
portation, a decrease of $8,033 in maintenance and an
increase of $3,516 in general expenses. The operating
income increased $55,811 or 22.1 per cent. Fixed charges
showed a slight increase, so that the net income for the
year increased $53,149 or more than 60 per cent. It is
said that a reserve for depreciation of equipment and for
damages was set aside during the year, which will be
increased from time to time for the upkeep and protection
of the property.

DIVIDEND REDUCTION IN CHICAGO
Chicago City & Connecting Railways Collateral Trust Finds
Earnings Insufficient to Pay Full Preferred Dividend

The owners of participation shares of the Chicago City &
Connecting Railways, which was formed in 1910 to hold
securities of the Chicago City Railway and connecting rail-
ways serving outlying districts in the southern part of
Chicago and extending into Indiana, have suffered a divi-
dend reduction. The committee of nine has advised the
shareholders that the earnings of the various street rail-
way lines, the stock and the bonds of which are held in trust,
have been insufficient to pay in full the cumulative annual
dividend of $4.50 per share on the 250,000 preferred partici-
pation shares.

The following facts are said to have considerable bearing
upon the situation: (1) A large reduction in gross receipts
owing to the general depression of business, which condi-
tion is improving very decidedly with the oncoming of bet-
ter times. (2) The heavy increase in operating expenses
due largely to the unprecedented increase in wages as the
result of an arbitration presided over by Mayor Thompson.
(3) Compulsory extensions of street railway lines into un-
settled territory, where the operating income is only a small
fraction of operating expense and yields no return on capi-
tal invested. (4) The operations of various regulatory
boards and commissions whose activities have added heavy
additional expenses with no corresponding benefit either to
the public or to the company.

Harrison B. Riley, chairman of the committee, states
that the problems which are continually confronting the

officers and directors of the various companies are indi-
cated in some measure by these facts. It is hoped that an
increase in gross receipts, which may be fairly anticipated
for the coming year, will ameliorate conditions for the
stockholders. At the annual meeting the common shares
will have no voting power in view of the default on the
preferred.

A semi-annual dividend of 75 cents was declared on the
preferred participation certificates, payable on Jan. 1. The
total payment was $2.50 for 1915, previous to which $4.50
was the yearly rate. No distribution has been made on the
common certificates since July, 1912.

LATEST RETURNS FOR MASSACHUSETTS LINES
Public Service Commission Reports Summary of Financial
and Operating Statistics for Year Ended June 30,
1915 — Effects of Jitney Competition

The report of the Massachusetts Public Service Com-
mission for the year ended June 30, 1915, just submitted
to the Legislature, covers the returns of fifty-three elec-
tric railways in the State. The total main track operated
was 2952.5 miles, a gain of 24.9 miles over 1914. The
gross assets as of June 30, 1915, were $221,543,802; the
gross liabilities, $221,418,356, and the surplus (with
change in classification of accounts), $125,446, or an
amount representing 0.12 per cent of the capitalization.
The aggregate capital stock was $99,031,275, an increase
of $836,500. The total amount of dividends declared was
$4,612,019, or 4.66 per cent of the capital stock, as com-
pared to 5.2 per cent in 1914. The net divisible income was
less than the dividends declared by nearly $50,000. The
net debt was $104,375,077, as compared to $100,590,688 in

1914. The total cost per mile of main track was $70,904,
as compared to $70,646 in 1914, and the capital investment
per mile was $66,980 and $64,534 in the two years, re-
spectively. Of the present investment per mile, $39,895
represents construction cost, $13,370 equipment, and $17,639
other permanent property, mainly lands, buildings, parks
and power plants.

The total operating revenue for the year ended June 30,

1915, was $39,537,442 and the total income $42,230,884,
the latter representing an increase of $604,980 over 1914.
The total expenditures were $42,278,562, an increase of
$751,697 over last year. Operating expenses, $27,194,899,
gained $529,678, while taxes increased $2,467,773. The
companies carried 760,464,372 passengers, a decrease of
6,164,163, and the total car mileage was 132,187,596, a
decrease of 168,229. The average number of passengers
carried per mile of main track was 257,558, as compared
to 261,853 a year ago. The percentage of operating ex-
penses to gross earnings increased during the year from
67.16 to 68.78. A brief summary of various unit figures
follows:

1915 1914

Gross earnings per mile of main track $13,839.00 $14,017.00

Operating expenses per mile of main track. - 9,519.00 9,414.00

Net earnings per mile of main track 4,320.00 4,603.00

Gross earnings per car-mile (in cents) 29.91 29.99

Operating expenses per car-mile (in cents) . 20.57 20.14

Net earnings per car-mile (in cents) 9.34 9.85

Gross earnings per passenger (in cents) 5.20 5.18

Operating expenses per passenger (in cents) 3.58 3.48

Net earnings per passenger (in cents) 1.62 1.70

The operating revenue per car-hour for 1915 was $2.97
and the operating expenses per car-hour were $2.04, leav-
ing a net of $0.93 per car-hour. The companies had 23,842
employees in 1915, as compared to 23,412 in 1914, and
they owned 8296 passenger cars, as compared to 8364 last
year, and 20,688 electric motors, as compared to 20,636 last
year.

Two comprehensive appendices accompany the other
data submitted by the commission in its report, one being
a study of the cost of power by Prof. L. E. Moore of the
engineering department on the twenty-five principal elec-
tric railways of the State, and the other a report on the jit-
ney bus, by Charles E. Mann, executive secretary of the
commission. The latter includes brief histories of the
growth of the jitney movement in the various Massachu-
setts counties, an account of its effect on earnings of the
local railway companies, and notes on a number of ordi-

142

ELECTRIC RAILWAY JOURNAL [VOL. XLVII, No. 3

nances regulating jitney traffic in various parts of the
country.

In regard to the effect on electric railway earnings, it is
said that according to company statements the jitney com-
petition in Massachusetts has been felt severely in some
cases, and in others very slightly. The Rhode Island Com-
pany estimated its total loss on account of jitneys at
$362,000 from March to August, inclusive. Early last
December 160 jitneys were operating in the Providence
section. The Bay State Street Railway early in December
estimated its daily loss on the entire system at $700, and
said that the loss had been on about this ratio since early
in the summer. For the three months ended Sept. 30,
1915, the estimated loss of the Massachusetts Northeast-
ern Street Railway was at the rate of $100 a day. Upon
the Middlesex & Boston Street Railway the June, July,
August and September receipts were cut at least $10,000
by the jitneys. The Union Street Railway estimated its
loss during the summer months at about $200 per day,
but early in December the loss was roughly set at about
$100 a day, with the number of jitneys gradually decreas-
ing. The loss of the Springfield Street Railway from
April 1 to Dec. 15, 1915, was approximately $67,402.
Other losses from jitney competition for the same period
were approximately $28,309 for the Worcester Consoli-
dated Street Railway, $1,924 for the Milford, Attleboro
& Woonsocket Street Railway, and $14,026 for the Inter-
state Consolidated Street Railway.

NEW YORK COMMISSIONS REPORT
Traffic Decrease in New York City Said to Be Almost
Negligible — Up-State Lines Show Declining Tend-
ency, But Maintenance Is Kept Up

For the first time in the eight years' life of the Public
Service Commission for the First District of New York,
according to the report just submitted to the Legislature,
the total of street railway traffic and the total revenue
from passenger fares in New York City showed a de-
crease instead of an increase. The report states that this
condition was also recorded in most other parts of the
country, and was generally attributed to the effect of the
European war. The decrease was so small in New York
City, however, as to be almost negligible. The total num-
ber of passenger fares for the fiscal year ended June 30,
1915, was 1,807,632,726, as compared to 1,813,204,356 for

1914, a decrease of 5,571,630. Yet the real decrease was
about 3,000,000 in excess of this figure, owing to the traffic
over the Manhattan Bridge, which was not included in the
1914 report. The total loss of about 8,500,000 was less than
the traffic of two normal days. The companies' receipts
from passenger fares amounted to $88,783,012 for 1915, as
compared to $89,361,262 for 1914. The thirty-six operat-
ing companies showed at the end of the year an accumu-
lated surplus of $18,700,591.

In spite of the traffic decrease, there was an increase in
track mileage from 1706 miles in 1914 to 1730 miles in

1915, and also a substantial increase in the passenger car
miles operated, indicating that the service was better as
compared with the traffic than in the preceding year.
The decrease in traffic was confined to the elevated and
surface car lines, the traffic in the subway showing a
slight increase. The figures for the subway were 345,-
585,749 passengers, an increase of more than 5,000,000 for
the year. The per capita railway rides for the year were
about 360. Before the days of the elevated and under-
ground railroads, the per capita rides were between forty
and fifty. With the population of the city estimated at
5,400,000, the fare payments for local transportation during
the year averaged about $16.49 per capita.

The Public Service Commission for the Second District
in its report states that the net income available for divi-
dends in the case of street railways has been and is fall-
ing off because of decreased revenues and increased taxes.
Dividends for the last few years have been maintained
only by drawing on accumulated surplus. In spite of the
decreased earnings, however, nearly all lines are said to
have kept up their maintenance of way and rolling stock.
Electric corporations showed a slight reduction of pros-

perity and gas corporations a decided falling off, while
corporations doing business in both fields showed a gain.
There was a slight falling off in the net revenues of tele-
phone corporations on account of increased taxes and

expenses.

STATISTICS OF NEW JERSEY COMMISSION

The report of the Board of Public Utility Commissioners
of New Jersey for 1915, just submitted to the Governor, con-
tains the following preliminary summary of revenues, oper-
ating expenses, etc., for the year ended Dec. 31, 1914:

Operating Per Cent of
Expenses Operating Net
and Taxes Revenues Revenues
$12,621,522 66.2 $6,419,777
7,683,673 58.8 5,382,251

No.

23
35
55

119
15
40

287

Operating
Class Revenues

Street railways $19,041,299

Gas companies .... 13,065,924
Electric light and

power companies 11,404,044
Water companies. . 4,844,096
Sewer companies. . 267,525
Telephone com-
panies 9,001,801

6,002,555
2,364,378
179,515

52.6
48.8
67.1

5,401,489
2,479,718
88,010

6,488,021 72.1 2,513,779

$57,624,689 $35,339,664 61.3 $22,285,024

Steam railroad companies are not included in the above.
This is due to the fact that the revenues of these companies
are derived from both State and interstate business, much
the greater part coming from the latter. Divisions have
not been made in reporting returns to an extent sufficient to
show the total sums paid for transportation of freight and
passengers wholly within the State. Complete statistics from
this commission for electric railways for the calendar year
1913 were published in the Electric Railway Journal of
Nov. 20, 1915.

As in the past, the largest issues of securities approved by
the board during 1915 were for the railroad companies. The
law provides that all such issues shall be approved, and this
requires at times action by the board on proposed issues of
securities supported by property outside the State, or the
proceeds of which are to be used by companies whose New
Jersey business is but a part of the whole. The following is
a general summary of the security applications granted in
1915:

No. Class Ronds Stock Notes

8 Railroads $136,182,500 $454,400

7 Street railways 7,224,000 1,811,300

11 Electric lighting companies. . . 651,000 3,453,600

6 Gas companies 911,562 860,800

14 "Water companies 1,535,500 1,029,100 $20,000

1 Sewer company 70,000

47

$146,574,562 $7,609,200 $20,000

NEW SECURITIES FOR ELMIRA LINE
Elmira Water, Light & Railroad Company Plans to Issue
$425,000 to Cover Outstanding Obligations and Meet
Requirements for Next Five Months

Three meetings of stockholders of the Elmira Water,
Light & Railroad Company, Elmira, N. Y., have been
called for Jan. 18. One meeting is to be held to increase
the capital stock $200,000; the second meeting is to classify
the increased stock as second preferred stock, and the
third meeting is to increase the board of directors, amend
the by-laws and authorize the issuance of securities and
certain acts necessary to permit the company to acquire
the property and franchise of the Elmira & Seneca Lake
Traction Company, the entire capital stock and bonds of
which are already owned.

It is said that for several months the officers, directors
and some of the largest stockholders of the Elmira Water,
Light & Railroad Company have been considering the
financial condition of the property, the financing of its
capital expenditures and its estimated requirements for
the coming five months. It has been determined that
obligations of this company and the Elmira Transmission
Company (which is to be merged with the approval of the
Public Service Commission) outstanding on Oct. 31, 1915,
and incurred for improvements, betterments and exten-
sions, and the acquisition of property, should not be capi-
talized or refunded wholly in bonds. Hence it has been
deemed best to sell $125,000 of 7 per cent cumulative first
preferred stock, $200,000 of 5 per cent cumulative second

January 15, 1916] ELECTRIC RAILWAY JOURNAL

143

preferred stock and $100,000 of first consolidated mort-
gage 5 per cent fifty-year gold bonds. The proceeds de-
rived from the sale of about $60,000 of these bonds will be
applied toward future improvements, betterments and ex-
tensions to the plant and property of the company, esti-
mated as required during the coming five months, while
the proceeds of approximately $40,000 of the bonds and
the proceeds of the stocks will be applied, to the extent
that they are sufficient, to the payment of obligations
outstanding on Oct. 31, 1915.

It is proposed that any balance of expenditures made
for capital account, or obligations incurred therefor, prior
to Oct. 31, 1915, and not refunded or paid out of the
proceeds of the sale of these stocks and bonds, shall not
be capitalized by the issuance of any additional securities,
and that the accumulated surplus earnings as of Dec;. 31,
1915, shall not be used for the declaration of any divi-
dends on the common stock subsequent to this date. With
the approval of the commission, it is also proposed that
the physical property and the franchises of the Elmira &
Seneca Lake Traction Company shall be acquired so that
the company will own these directly instead of controlling
the company through stock ownership.

Application has been made to the Public Service Com-
mission for the Second District of New York for leave
to issue the above-stated securities. Stockholders will
have an opportunity to subscribe to the additional $125 000
of first preferred stock and $200 000 of second preferred
stock at par. During the year ended Nov. 30, 1915, the
gross earnings showed an increase of $66,987 over the
gross earnings for the corresponding period of the pre-
ceding year.

Belvidere (111.) City Railway. — A report circulated some
months ago that W. C. Foster had purchased at auction the
Belvidere City Railway was misleading, for the property of
this company has never been foreclosed upon or sold and a
receiver has never been appointed. All that Mr. Foster pur-
chased at auction was a 1914 paving assessment for $275.
It seems that the Belvidere City Railway, which is controlled
by the Elgin & Belvidere Electric Company, has been
operated at a loss for more than eight years, and the con-
trolling company asked for complete release from the opera-
tion of local cars on the ground that there was no hope of
such operation ever paying. The Mayor and City Council
were disposed to give the release asked, but when a town
meeting laid the case upon the table, the owners took the
matter before the Illinois Public Utilities Commission and
received authority to discontinue the operation of local cars
and to operate interurban cars into the city without interfer-
ence from city officials. Then the City Council last Septem-
ber passed an ordinance repealing the original ordinances
granted to the Belvidere City Railway and the Elgin & Belvi-
dere Electric Company, and authorized the former company
to sell or lease such portions of its tracks as it desired to
the latter company, and the latter company to operate its
cars over such portions of the city tracks as it wished to
and to take up such portions as it did not desire to use.
Inasmuch as Mr. Foster's purchased assessment was for
paving the tracks which the company proposes to take up,
he is said to have a claim against only that portion of the
track in front of the property assessed on the particular
street in question, and the salvage value of such material is
not worth the cost of its removal.

Birmingham, Ensley & Bessemer Railroad, Birmingham,
Ala. — Counsel for the reorganization committee of the
Birmingham, Ensley & Bessemer Railroad state that the
sale of this property, as noted in the Electric Railway
Journal of Nov. 13, has been confirmed, but title has not
yet passed. The approved reorganization plan, which was
described in the issue of Oct. 2, is in alternative form, but
it has not yet been decided which alternative will be car-
ried out and no decision will be reached for some time.

Boston Suburban Electric Companies, Newtonville, Mass.
— The directors of the Boston Suburban Electric Companies
have declared a quarterly dividend of $1 on the preferred
stock, payable on Jan 15 to holders of record on Jan. 4.
This dividend is the same as that paid during the first two
quarters of 1915, the payments for the last two quarters

being 50 cents each. It is said that the arrears of dividends
on this cumulative stock to date amount to $11.50.

Camaguey (Cuba) Company, Ltd. — A dividend of 1 per
cent has been declared on the common stock of the Ca-
maguey Company, payable on Feb. 1 to holders of record
on Jan. 15. This is the first dividend since March, 1913.

Cincinnati, Dayton & Toledo Traction Company, Hamil-
ton, Ohio. — The Ohio Electric Railway did not pay its rental
on Dec. 24 to the Cincinnati, Dayton & Toledo Traction
Company, whose lines it operates under lease, and as a
result the lessor failed to pay interest on its bonded indebt-
edness on Jan. 1. The lessee had twenty days' grace, but
it was said that no payment of rental would be made within
this time on account of losses under the lease. Plans are
being considered in regard to changing the rental and
adjusting the bonded indebtedness of the lessor. One
proposition was described in the Electric Railway Journal
of Jan. 1. The outstanding bonds on which interest is un-
paid consist of $2,700 000 of Cincinnati, Dayton & Toledo
Traction Company bonds, $250 000 of Dayton Traction Com-
pany first mortgage bonds and $400,000 of Cincinnati &
Hamilton Electric Traction Company 6 per cent bonds.
Bondholders' protective committees have been formed for
the first and last of these issues.

Dayton & Troy Electric Railway, Dayton, Ohio. — The
dividend of 1% per cent on the common stock of the Dayton
& Troy Electric Railway, paid on Dec. 31, 1915, was the
first payment on this stock since June 30, 1914. The
declaration of this dividend was noted in the Electric
Railway Journal of Jan. 8.

Holyoke (Mass.) Street Railway. — Directors of the
Holyoke Street Railway have declared a semi-annual divi-
dend of 3 per cent on the company's stock. From 1892 to
1915, inclusive, 8 per cent per annum was paid.

Iowa & Illinois Railway, Clinton, Iowa. — The Iowa &
Illinois Railway, with terminals at Davenport and Clinton,
has been sold to the Davenport & Muscatine Railway,
operating between Davenport and Muscatine. These two
properties are controlled by the United Light & Rail-
ways Company. The principal office will be at Davenport.
John G. Huntoon will serve as general manager of the
consolidated lines and Clark Anderson as assistant general
manager.

Kansas City Railway & Light Company, Kansas City, Mo.
— Judge Hcok on Jan. 11 signed the decree for the sale of
the properties of the Kansas City Railway & Light Com-
pany under the reorganization plan. Many questions as to
procedure and conditions came up during the two days
prior to the issuance of the decree, but Judge Hook made
it plain that, while preserving everybody's rights, he would
control the situation until the new company, the Kansas
City Railways, actually had charge. J. A. Guthrie was
named commissioner to sell the street railway properties,
and W. A. Nickels to sell the light company properties.
The sale of the personal property of each group will be held
on Feb. 4, and the sale of the real estate on Feb. 11. .The
approval of the franchise for the Kansas City Railways and
the reorganization plan by the State commission was noted
in the Electric Railway Journal of Jan. 8.

Miami (Fla.) Traction Company. — The stockholders of
the Miami Traction Company have authorized an issue of
$1,000,000 of bonds, of which $200 000 are to be sold now,
the proceeds to be used for the construction of an extension
to Miami Beach, West Palm Beach, Florida City and other
points. Plans are also being considered to construct exten-
sions to Cape Sable, Lake Okeechobee and Tampa. The
company recently placed 3.5 miles of line in operation in
Miami.

Northern Electric Railway, Chico, Cal. — Holders of more
than 66 per cent of the several outstanding issues of bonds
of the Northern Electric Railway and its subsidiary corpo-
rations have signed the reorganization agreement and placed
their securities at the disposal of the committee. The sig-
natures of 80 per cent of holders of the securities must
be obtained before the plan can become operative. This
reorganization plan was described in the Electric Rail-
way Journal of Oct. 23. The earnings of the road are said
to have been very satisfactory of late.

144

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 3

Public Service Railway, Newark, N. J. — With the approval
of the Board of Public Utility Commissioners of New Jersey,
a merger of the Public Service Railway and the Public Serv-
ice Newark Terminal Railway has been arranged. The
latter corporation was formed for the purpose of construct-
ing the large terminal building nearing completion in
Newark. Under the terms of the merger, the street rail-
way's authorized capital has been increased from $38 000,000
to $50,000,000, the additional amount representing $9,000,000
of the terminal company's authorized capitalization and
$3,000,000 of new stock. As both the railway and the termi-
nal company are owned absolutely by the Public Service
Corporation of New Jersey, none of the securities of the
underlying company will be put upon the market.

Southeastern Ohio Railway, Zanesville, Ohio. — The Ohio
Public Utilities Commission on Jan. 5 authorized the South-
eastern Ohio Railway to issue $800,000 of common stock
and to sell $50,000 for the highest price obtainable but not
less than par. A total of $750,000 in stock and the pro-
ceeds of $8,000 of stock are to be delivered in full pay-
ment of the purchase price for the property of the South-
eastern Ohio Railway, Light & Power Company, recently
purchased at receiver's sale. A preliminary notice regard-
ing the incorporation of the successor company was pub-
lished in the Electric Railway Journal of Jan. 1. The
proceeds of $42 000 of stock are to be used for the con-
struction of additions, extensions and improvements to the
company's property. The extension of the line from
Crooksville to New Lexington is planned.

United Light & Railways Company, Grand Rapids, Mich.
— It is reported that the United Light & Railways Com-
pany has decided to issue only limited amounts of first
and refunding 5 per cent bonds in future financing, the
major part to be accomplished through the issuance of 7
per cent preferred stock.

United Railroads of San Francisco, San Francisco, Cal. —
The United Railroads of San Francisco has filed with the
California Railroad Commission an application for an order
confirming the issue of coupons on 400 bonds of the Ferries
& Cliff House Railway remaining unpaid on Dec. 31, 1914.
The bonds have a par value of $1,000 each. The Ferries &
Cliff House Railway, organized in 1887, issued in 1889
first mortgage 6 per cent bonds of $650,000, maturing on
March 1, 1914. In 1893 the company was consolidated into
the Market Street Railway and in 1902 was taken over by
the United Railroads of San Francisco. Before the bonds
became due on Jan. 21, 1914, this company arranged a post-
ponement until Dec. 31, 1914, when 200 of the bonds were
cancelled and a further postponement of the 400 remaining
bonds were secured until Dec. 31, 1916. As part considera-
tion for the postponement, the company gave four coupons
for interest at 6 per cent on each of the 400 unpaid, due
semi-annually on June 30 and Dec. 31, 1915 and 1916. For
this action it now asks the approval of the commission.

Wausau (Wis.) Street Railroad. — The Wausau Street
Railroad has changed its name to the Wisconsin Valley
Electric Company, and it has purchased the property of the
Merrill Railway & Lighting Company, Merrill, Wis., con-
sisting of a hydraulic and steam power plant, street rail-
way, and electric lighting and power business. The com-
pany has also purchased in Merrill all the water power of
the Lindauer Pulp & Paper Company, and proposes com-
bining into one hydraulic electric plant the power formerly
owned by the above-named companies. Merrill is located
18 miles north of Wausau. The company is now construct-
ing a high-tension line, 23,000 volts, connecting these two
cities. It is said that the stockholders have authorized an
increase in stock from $400,000 to $800,000, and of the new
amount $200,000 will be issued immediately.

Winnipeg (Man.) Electric Railway. — William P. Bon-
bright & Company, New York, announce that their recent
offering of $750,000 of Winnipeg Electric Railway two-
year 6 per cent gold notes, mentioned in the Electric
Railway Journal of Jan. 8, has been largely over-sub-
scribed. It is reported that the directors of this company
have declared a dividend of 2 per cent for the last quarter
of 1915, making the total for the year 9x/2 per cent as
compared to 12 per cent for 1914 and the years imme-
diately preceding. The rate was reduced from 3 per cent
quarterly to 2% per cent during the first quarter of 1915.

York (Pa.) Railways. — At the annual meeting of stock-
holders of the York Railways Charles H. Bean and John
E. Zimmerman were added to the board of directors. Mr.
Bean is a prominent banker of Philadelphia, while Mr.
Zimmerman is a member of the firm of Day & Zimmerman,
contractors, of the same city.

DIVIDENDS DECLARED

Commonwealth Power, Railway & Light Company, Grand
Rapids, Mich., quarterly, iy2 per cent, preferred; quarterly,
1 per cent, common.

Puget Sound Traction, Light & Power Company, Seattle,
Wash., quarterly, 75 cents, preferred.

United Railways & Electric Company, Baltimore, Md.,
quarterly, 50 cents, common.

Winnipeg (Man.) Electric Railway, quarterly, 2 per cent.

ELECTRIC RAILWAY MONTHLY EARNINGS

AURORA, ELGIN & CHICAGO RAILROAD, WHEATON, ILL.

_ . , Operating Operating Operating Fixed Net

Period Revenues Expenses Income Chiirges Income

lm.,Nov., '15 $156,442 $102,201 $r,4.24 1 $:i!)r,12 $14 7^9

1 14 100.928 104, OSS 50,240 39.9,0 ic'290

5 15 869,759 549, 24G 320.. ",13 202,251 US 202

5 14 944,717 581,813 302,904 199.017 103, SS7

BERKSHIRE STREET RAILWAY, PTTTSFIELD, MASS.

lm-. Nov., "15 $72,856 *$62,253 $10,003 $16,786 fl$5,956

J " '14 72,066 *64,S96 7.170 17,31.". ftlO.055

5 '15 42:.. 041 *321,8S6 103,755 84,526 1:20,059

5 14 44 7, 386 ♦339,892 47,494 S5.921 f!37,607

CITIES SERVICE COMPANY, NEW YORK, N. Y.
lm.,Nov., '15 $490,023 $15,537 $475, 0SG $40,S33 $434,253
1 " " '14 371,1 24 11,927 359,197 40,833 318,304

12" " '15 4.352,413 167,112 4.185,301 490.000 3,095,301
12 14 3.943,507 108,761 3.S34.746 408,333 3,426,413

CONNECTICUT COMPANY, NEW HAVEN, CONN,
lm., Nov. '15 $679,900 *$4S7,961 $191,939 $100,575 {$114,720
1 14 601,801 *474,675 127,126 98.386 150,530
5" " '15 3,747,870 *2, 496. 831 1,251,039 493,014 +S74.178
5 14 3,561,744 *2, 650, 636 911,108 492,245 }527,158

HUDSON & MANHATTAN RAILROAD, NEW YORK, N. Y.
lm., Nov., '15 $477,688 *$197.256 $280,432 $212,253 $68,179
1 14 45S.574 *1S0,146 278,428 209,663 68.765

5 15 2,240,310 *956,674 1,289 636 1.059.2SS 230,348

5 14 2,225,920 *922,989 1,302,931 1.05S.220 244,711

NEW YORK (N. Y. ) RAILWAYS
lm., Nov., '15 $1,134,595 $698,369 $436,226 $370,534 t$l 1 4,500
1 14 1,061,863 683,988 377,875 366,451 147,347

5" " '15 5.795,652 3,555,097 2,240,555 1,853.978 1613,871
5 " " '14 5,680,232 3,560,362 2,119,870 1,840,274 1472,082

NEW YORK & STAMFORD RAILWAY, PORT CHESTER, N. Y.
lm.,Nov., '15 $25,093 *$24,302 $791 $7,998 t!$7,158

1" " '14 23,967 *22,692 1,275 7.876 U6.563
5" " '15 186,660 *135,331 51,329 40,003 11 1.639
5 14 190,342 *138,334 52,008 39,379 112,883

NEW YORK, WESTCHESTER & BOSTON RAILWAY,
NEW YORK, N. Y.
lm., Nov., '15 $44,265 ♦$41,804 $2,461 §$5,422 tt$L628
1 " " '14 37,849 *44,602 fS,753 $6,827 ttl2,046
5 15 214,341 *20S,158 6,183 §30.460 t + 16,041

5 14 187,073 *215,734 t28,661 §30,521 tt51,194

NORTHERN OHIO TRACTION & LIGHT COMPANY,
AKRON, OHIO.

lm., Nov., '15 $341,974 $200,063 $141,911 $54,241 $S7,670

1 14 286,732 186,008 100,724 50,261 50,463

11 15 3,510,934 2,155,045 1,355,889 575,269 7S0.620

11 14 3.319,704 2,040,013 1,279,691 556,365 723,326

REPUBLIC RAILWAY & LIGHT COMPANY, NEW YORK, N. Y.
lm., Nov., '15 $289,151 *$167,266 $121,885 $58,838 1$63,547

1 14 241,625 *153,065 88,560 56,005 134,126

11 15 2,800,428 *1, 706, 192 1,094,236 635, S84 1460,142

11 14 2,741,626 *1, 703, 810 1,037,816 620,510 1420,855

RHODE ISLAND COMPANY, PROVIDENCE, R. I.
lm., Nov., '15 $417,449 *$332,972 $84,477 $120,461 tt$34, 388

1 "

5 "
5 "

'14 397,016 *343,126 53,890 117,300 ttfil.721
'15 2,315,599 *1, 696,816 618,783 602,136 149,925
'14 2,376,507 *1, 724, 294 652,213 591,800 196,777

TWIN CITY RAPID TRANSIT COMPANY, MINNEAPOLIS,
MINN.

lm., Nov., '15 $793,618 $484,236 $309,382 $166,265 t$144,773
1" " '14 750,592 475,033 275,559 133,415 1144,024

11 15 8,596,586 5,504,360 3,092,226 1,520,340 11,593,015

11 14 8.486,162 5,264,675 3,221,487 1,442,725 11,791,828

WESTCHESTER STREET RAILROAD, WHITE PLAINS, N. T.

lm., Nov.,
1 "

5 "
5 "

'15
•14
'15
'14

$19,847
19,752
116,228
123,385

*$21,426
•21,686
♦109,218
•116,640

i-$l,579
fl,934
7,010
6,745

$1,548 fl$3,271

1,917 tt3,231

7,161 f*956

6,812 1587

♦Includes taxes. fBeficit. tlncludes non-operating income.
SExcludes interest on bonds, charged income and paid by the
N. Y., N. H. & H. R. R. under guarantee, also interest on notes
held by the N. Y., N. H. & H. R. R. not credited to income of that
company.

January 15, 1916]

ELECTRIC RAILWAY JOURNAL

145

Traffic and Transportation

DETROIT UNITED CREATES NEW POSITIONS
Night Superintendent and Inspectors of Service Are Ap-
pointed to Eft'ect Improvement in Service

On Jan. 1 the Detroit (Mich.) United Railway made
many appointments with a view to the better supervision
of the service within the one-fare zone. Among the ap-
pointments made are those to fill some newly-created posi-
tions, chief of which is one of night superintendent, while
the other new positions are inspectors of service. The night
superintendent will have charge of the night operation
of all the city lines in the absence of the division superin-
tendents of the several lines, while the inspectors of serv-
ice will be located at the more important turn-outs and
junction points for the purpose of regulating the service
and re-establishing the schedules whenever, from any
cause, there have been delays. The night superintendent is
Richard Dawson and the inspectors of service are C. H.
Wendt and Marvin Heidt, with jurisdiction over the Wood-
ward, Hamilton and Victor lines; F. A. Vogel, with juris-
diction over the Baker, Sherman, Harper, Springwells and
Chene extension lines; Arthur McKeown, with jurisdiction
over the Fort, Grand Belt and Third-Larned lines; W. Can-
non, with jurisdiction over the Michigan, Mack, Brush and
South Chene lines; August Kornrumpf, with jurisdiction
over the Jefferson, Myrtle and Trumbull lines; H. E. Bald-
win and William Walsh, with jurisdiction over the Four-
teenth, Crosstown and West Warren lines.

Other appointments by reason of vacancies caused by pro-
motion, are as follows: C. E. Wilcox, assistant division
superintendent of the Woodward, Hamilton and Victor lines;
Charles Crowley, assistant division superintendent of the
Fourteenth, Crosstown and West Warren lines; George
Conkle, carhouse foreman Fourteenth carhouse; W. A. Jen-
kins, carhouse foreman Clark carhouse; William A. Murphy,
carhouse foreman Jefferson carhouse; R. Pinkard, carhouse
foreman Field Avenue sub-office.

HANNIBAL SERVICE CASE DECIDED
Summary of Findings of Missouri Commission With Re-
spect to Service in Town of 19,000 Inhabitants

The Public Service Commission of Missouri has denied
the motion for a rehearing made in the matter of the com-
plaint of the city of Hannibal against the Hannibal Railway
& Electric Company. The commission held in short as
follows:

1. Street railway stops at the middle of the blocks in
the business district of a city of 19,000 are not considered
necessary and are ordered discontinued.

2. The installation of a small automatic signal system
or the construction of longer passing tracks by a street rail-
way, not clearly shown to improve the service, is not
ordered.

3. The operation of street cars by one man in certain
districts should not be condemned where the same tends
toward economy without increasing the danger to the trav-
eling public.

4. Delays in street railway service due to the blockading
of cars by railroads in violation of municipal ordinances are
to be avoided through the enforcement of the ordinance.

5. The names of ctreets should be called by conductors
of street railway cars as the streets are approached.

6. The designation by a street railway of the rear door as
an entrance and the front door as an exit is to be made.

7. Additional cars are to be operated by the street railway
system to relieve congested traffic during morning and
evening rush houn.

8. Where the evidence and an examination of a portion
of a street railway show the same to be in bad condition,
its reconstruction is ordered; the reconstruction to be ef-
fected by applying the annual surplus from the entire sys-
tem thereto, from time to time, where the company is not
financially able to proceed at once.

9. It is recommended that the city co-operate with the
street railway in the granting of the necessary permis-
sion and the establishment of the grades of streets for the
reconstruction of street railway tracks that elimination of
objectionable curves might be had and the shifting of the
tracks after reconstruction might be avoided.

10. The reconstruction of street railway tracks along a
shorter route, serving better territory and eliminating dan-
gerous grades, is suggested.

11. This commission has no power to grant the necessary
franchises, or compel a municipality to do so, for an exten-
sion of the existing lines of a street railway. However, the
commission may direct the street railway company to apply
to the appropriate municipal authorities and take the nec-
essary legal steps to secure the required franchise and
rights-of-way for a necessary extension of its system.

12. Although slightly longer than other proposed exten-
sions, a route having easy grades, serving the places hav-
ing the greatest demand for street railway service and the
most desirable and available territory for residences, is
preferred.

13. Where, upon an analysis of the testimony, it appears
that there would not be sufficient traffic on a proposed ex-
tension of street railway service to pay operating expenses,
the construction of the new lines and the operation thereof
at a loss is not ordered — the company being barely able
to make operating expenses and not having the necessary
funds for the extension or means of raising them.

CONFERENCE TO PROMOTE SAFETY AT GRADE
CROSSINGS

Chairman Van Santvoord of the Public Service Com-
mission for the Second District of New York called a
meeting for Jan. 14 in the commission's Albany offices, of
the executive committee of the conference to promote
safety at the grade crossings of electric railways. This
conference met in Syracuse last October and was attended
by representatives of motorists' organizations and of elec-
tric railways, by the State highway officials, the Secretary
of State and representatives of the Public Service Commis-
sion. A number of sub-committees were appointed to con-
sider the many suggestions then and since offered for mak-
ing the grade crossings of electric railways safer. The
executive committee, which was appointed by the chairman,
will consider the many suggestions that have been made
and take steps for the further development of the campaign
for making the electric railway crossings safe. In addition
to Chairman Van Santvoord, and Charles R. Barnes, the
electric railway inspector of the Public Service Commission,
the members of this committee are: George C. Diehl,
Buffalo; John B. Mclnerney, Rochester; B. E. Tilton, New
York State Railways, Utica; Peter G. Ten Eyck, Albany;
James P. Barnes, Buffalo, Lockport & Rochester Railway,
Rochester; Edwin Duffey, State Commissioner of High-
ways, and Francis M. Hugo, Secretary of State.

MILWAUKEE LINES BEGIN PACKAGE EXPRESS
SERVICE

The Milwaukee Electric Railway & Light Company,
Milwaukee, Wis., on Dec. 20 inaugurated a package express
service on its interurban lines between Milwaukee and East
Troy and Burlington, Wis. Two trains daily each way on
both lines leave and arrive at the Public Service Building
in Milwaukee and make the 36-mile runs on the two lines in
approximately four hours. In connection with this service
a tariff provides for the addition of 20 per cent to the
scheduled rates for all shipments where collection and
delivery are made by the company. All shipments have
been divided into two classes, one of which includes the
collection and delivery service, but does not provide a time
limit for collection, transportation and delivery by the
company, and constitutes Class A shipments. All ship-
ments forwarded which do not include collection and de-
livery nor a time limit for collection, transportation and
delivery by the company make up Class B shipments. The
railway collects and delivers all Cla~s A shipments within
the free mail delivery limits of eight cities and villages
along its lines.

The lines selected to inaugurate this package express

146

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 3

service traverse a territory not served by steam roads,
hence it was possible to calculate the rates on a 15-mile
zone basis. For instance, shipment of a 1-lb. Class A
package, without the 20 per cent added to the rate for
collection and delivery service, is made within this first
15-mile zone for 21 cents. The charge for a Class B ship-
ment for the same haul is 20 cents. A 100-lb. Class A
shipment carries a rate of 40 cents for the first zone, and
a Class B shipment is carried anywhere in the first zone
for 25 cents. Shipments to the second zone are made for
21 cents and 20 cents respectively for a 1-lb. package of
Cla:s A and Class B, and 45 cents and 28 cents respectively
for 100-lb. shipments of the two classes. In addition to
the rate schedules on commodity shipments the company
has issued a switching tar.ff on carload freight and a grad-
uated scale of rates on milk and cream in 5, 8 and 10-gal.
cans. The rate on milk shipments variei from 7 cents for
a 5-gal. can for a 5-mile haul to 11 cents for a 5-gal. can
for a 40-mile haul. The rate on a 10-gal. can of milk is
10 cents for the first 5 miles and 19 cents for 40 miles.
The charge for cream in the three sizes of cans is slightly
in excess of that for milk.

GRAND RAPIDS RAILWAY TO ITS PATRONS

The Grand Rapids (Mich.) Railway published a two-page
advertisement in the Grand Rapids Herald of Jan. 2 over
the signature of Benjamin S. Hanchett, president of the
company. The ad was headed "A frank and friendly talk by
a friendly company to a friendly people." Underneath this
appeared the following statement: "The Grand Rapids
Railway has no secrets; its records are open to every eye.
An old year-new year review of what a year has brought
forth." The ad was divided into paiagraphs headed: "The
company has no secrets," "Jitney competition and its re-
sults," "Economy's urgent demand," "Income and what was
done with it," "Number of passengers carried," "Not a pas-
senger killed," "The company's loyal employees," "Parks
and pleasure places," "Ihe lecord of extensions," "The old
year and the new." The ad carried a portrait of Mr.
Hanchett and a picture of a modern pay-as-you-enter car
which the company hopes to adopt for general use. In the
upper right hand corner of the ad appeared these thoughts
for the new year:

"The good will of the people is the company's greatest
and best asset.

"Good understanding is helpful to the maintenance of
friendly relations.

"Impairment of the company's earnings impairs its ability
to give good service.

"Thirty million passengers handled, not one killed.

"Look out for the aged, take care of the children, be
gentle with the infirm, help the women, be courteous with
everybody and be eternally and everlastingly vigilant for
safety are the rules of conduct for employees.

"Training employees and the public in safety first and all
the time.

"A million dollars of income and what was done with it.
"Promised extensions were made in spite of the demands
for economy.

"The company's earnest purpose of not merely winning
but of deserving the good will of the people, their friend-
ship and their approbation."

Bristol & Norfolk Tariff Suspended. — The Massachusetts
Public Service Commission has issued an order suspending
the proposed fare increase on the Bristol & Norfolk Street
Railway until May 1, 1916, unless otherwise ordered.

Crusade Against Spitting in Washington. — Both the
Washington Railway & Electric Company and the Capital
Traction Company, Washington, D. C, have anti-spitting
notices displayed in all the cars operated by them and
both have notified their conductors to direct the attention
of passengers to the regulation.

Club for Atlanta Employees. — Announcement of plans for
the formation of an association among the forces of the
Georgia Railway & Power Company, Atlanta, Ga., has been
made by P. S. Arkwright, president of the company. Mr.
Arkwright stated that a library and meeting room will be
equipped in the company's building, and will be kept open

at all times to company workers, officers and men, and
that the initial plans of the association will be developed
as rapidly as possible.

Hearing on Massachusetts Northeastern Fares. — The

Public Service Commission of New Hampshire held a hear-
ing at Concord on Jan. 6 upon the proposed fare increases
of the Massachusetts Northeastern Street Railway. Repre-
sentatives of border towns in southern New Hampshire op-
posed the increase. The board informed those present that
the case will be decided with the aid of joint sessions with
the Massachusetts Public Service Commission at Boston,
in view of the preponderance of interstate travel on the
system.

Traffic Circular of Michigan Railway. — The Michigan
Railway, Jackson, Mich., has issued an attractive calendar,
11 in. x 24 in. in size, containing a map of its lines and
halftone illustrations showing the character of service,
equipment and roadway. Particular emphasis is laid on
the modern all-steel equipment of the company for both
freight and passenger service, and attention is directed to
the places of interest along its lines. The principal points
touched by this 550-mile interurban system are indicated
on the map and listed on the calendar.

Prize Composition on Electric Roads. — E. F. Schneider,
general manager of the Cleveland, Southwestern & Colum-
bus Railway, reports that a school composition on the
benefits of electric railways, written by a girl fourteen
years old in the Berea High School, first grade, was re-
cently selected to be read before a teachers' institute which
was held in Berea. The composition describes the ad-
vantages which children living in the country now have in
the way of education because they can use the electric lines
to go to the high schools in the nearest town.

Supervisors Consent to Car Rerouteing. — The subject of
permitting the United Railroads, San Francisco, Cal., to
reroute certain of its lines was discussed at the regular
meeting of the Board of Supervisors recently. A majority
of the committee reported in favor of the scheme proposed
by the company being given a thirty days' trial, during
which time a study of the traffic conditions as developed
thereby would be made and new suggestions considered by
the committee at a meeting to be held on Jan. 27. It was
also stipulated that the service on the Mission-Richmond
line be increased 25 per cent. A minority of the commit-
tee recommended a modified plan of rerouteing, which was
adopted.

Only Six Jitneys in Fort Worth. — Jitneys in Fort Worth,

Tex., have been reduced from about sixty to six on account
of the bonding companies raising the cost of the $2,500
indemnity bond required by the ordinance, which, in the
opinion of the jitney operators, makes the business un-
profitable. The petition of the jitney union to eliminate
the bond feature from the ordinance and instead maintain
a pool of $5,000 in a bank out of which indemnity would be
paid for any injury or damage to persons or property, was
refused by the City Commissioners following a ruling from
the city attorney to the effect that such a provision would
be discrimination against the operators who were not mem-
bers of the jitney union or group making the pool.

Interurban Edition of "Electric Railway Service." — The

publicity department of the Detroit (Mich.) United Railway
has inaugurated a new feature in connection with Electric
Railway Service, the weekly publication of the company.
An interurban edition, paying particular attention to matters
of interest in the cities and towns served by the Detroit
United interurban lines, is now being issued in addition to
the regular edition for the consumption of Detroit riders.
The interurban edition will be placed in all interurban cars'
and at many of the important suburban stations. The
publicity department does not plan a complete change in
the subject matter of the two editions, but proposes to de-
vote two or three pages each week exclusively to interurban
news. Many favorable comments upon the new departure
have been made by newspapers in the cities and towns
along the interurban lines.

Safety Calendars in 9000 Brooklyn Classrooms. — The
Brooklyn Institution for Safety and the bureau of public
safety of the Brooklyn (N. Y.) Rapid Transit System have
issued their safety calendar for the year 1916. This is the

January 15, 1916]

ELECTRIC RAILWAY JOURNAL

147

third year in which a special safety calendar has been pro-
duced for use primarily in the public schools of Brooklyn.
An edition of 9000 copies was printed so as to provide one
of the calendars for every school classroom in the borough.
The safety calendar has proved one of the most effective
features of the public safety campaign. This year's cal-
endar consists of twelve sheets produced in poster form by
Ernest Hamlin Baker. Each sheet presents a safety pic-
ture in colors, and most of the pictures have to do with
the dangers to which children subject themselves while
playing in the streets. With the pictures there is a safety
text calling attention to the particular hazard which the
picture presents.

New Cars for Springfield. — The Wason plant of The J. G.
Brill Company, at Brightwood, Mass., has received an order
for nine more semi-convertible cars from the Springfield
(Mass.) Street Railway. The cars are a departure from
previous rolling stock used by the road, being of a type
recently developed tnder direction of Clark V. Wood, presi-
dent of the Springfield company. The cars are rebuilt from
nine-bench open equipment and are provided with two
steps, the floors being on the same level in both platforms
and inside the body. Increased aisle width is a feature
and wooden slat seats are used. The doors are provided
with glass panels extending to the floor, in order to facili-
tate safe alighting and boarding. Several of the cars are
also being built by the Osgood Bradley Car Works, Worces-
ter, Mass., for the Springfield company. The order for
the cars has been referred to previously in the department
headed Rolling Stock in the Electric Railway Journal.

A Good Example to Follow. — On the Cars, the publica-
tion of the Sioux Falls (S. D.) Traction System, in an
item in the issue of Jan. 1 said: "Seven years ago we be-
gan to print 'now and then' our little paper On the Cars.
It had the honor of being the first in the field. We had
many inquiries and requests for copies from the manage-
ments of street railway companies, which resulted in our
example being followed by companies in many parts of the
country — some of them like ours, only published occa-
sionally, and some issued regularly every month. The one
feature of ours which has not had the attention given to it
by others is that we have devoted most of our space to
boostir.g the city. We believe in working for the place we
live in. We want it to be the biggest and best and busiest
place in the country, knowing, of course, that if Sioux Falls
grows we will grow too. Some of the other street railway
publications are very elaborate but all devoted almost ex-
clusively to the interest of the company. We believe in pub-
licity £0 we unbosom ourselves to the public."

Oregon Supreme Court Upholds Jitney Bus Ordinance. —
The Oregon State Supreme Court in a recent decision writ-
ten by Justice Benson declares that the jitney bus ordinance
passed last fall by the city of Portland is constitutional.
This decision reverses the judgment of Circuit Judge Bag-
ley, who decided in favor of the jitney bus representatives
against Mayor Albee of Portland. Justice Benson holds
that a municipality has power to enact an emergency ordi-
nance and that "the ordinance in question goes quite fully
into matters necessary to entitle an applicant to a license
for the operation of a motor bus, and, among other things,
requires the procuring of a certain certificate prescribing
what it shall contain. This part of the ordinance is to be
read in connection with other provisions of the act and an
appeal is provided against unjust action upon the part of
the commissioner." Among other provisions the ordinance
requires that jitney bus drivers shall be more than eighteen
years of age; that the route shall be specified in applying
for a license and can be changed only with the consent of
the commissioner of public utilities; that continuous serv-
ice shall be furnished between 6 a. m. and 8 a. m. and
4.30 p. m. and 7 p. m.; that the fare shall be 5 cents unless
a passenger agrees to a greater fare for diverting from
route; that machines shall stop only on or near intersec-
tions and within 2 ft. of curb; that only one passenger shall
ride in the seat with the driver and no passenger ride on
the door or running board; and that all cars shall be lighted
inside at night. It also requires the examination of drivers
to determine their ability. Inspections are to be made
once a month. The city license costs $2 a month for seven-
passenger cars and 25 cents a month for each additional
seat for larger cars.

B. J. ARNOLD

CHICAGO BOARD OF ENGINEERS NOMINATED

Messrs. Arnold, Ridgway and Parsons Selected to Pass on
Chicago Transportation Problems

The board of three engineers which is to present a report
to the city of Chicago providing for a unified and compre-
hensive system of transportation, including the present sur-
face and elevated lines and the proposed subway, was com-
pleted on Jan. 7 by the se-
lection of Robert Ridgway,
New York, as the associate
on the board of Bion J. Ar-
nold, Chicago, and William
Barclay Parsons, New
York, previously selected.
All three have accepted ap-
pointment. The decision to
appoint one man from Chi-
cago and two others famil-
iar with the efforts made to
solve the transportation
problems of New York,
Boston and Philadelphia,
shows a broad view of the
situation. The choice still
has to be confirmed by the
Council and the Mayor of
the city of Chicago.
The selection of Mr. Arnold as the member from Chicago
was most logical. He is chairman of the Board of Super-
vising Engineers Chicago Traction and has been connected
with the traction situation there for many years. Mr. Ridg-
way is not so well known to
men engaged in the electric
railway industry as is either
Mr. Arnold or Mr. Parsons.
After a short period spent
on railroad construction
work he entered the service
of the city of New York and
has been engaged on engi-
neering work for the city
ever since. In 1900 he was
appointed senior assistant
engineer of the New York
Rapid Transit Commission
ard had charge of much
difficult work connected
with the rapid transit lines
now in operation, including
the Brooklyn division with
the line under the East

River. In 1911 he was appointed engineer of subway con-
struction by the Public Service Commission of the First Dis-
trict cf New York, in which capacity he has supervised the
work under the $360,000,000 dual system cf rapid transit

now well along toward com-
pletion. Mr. Ridgway's
work in Chicago will not
affect his connection with
the New York commission.
Mr. Parsons has long been
engaged in consulting engi-
neering work, and is best
known in traction matters,
probably as the chief engi-
neer cf the New York Rap-
id Transit Commission un-
der whose direction the
present subway in New
York was built. He re-
remained as chief engineer
of the Rapid Transit Com-
mission until 1905. He was
a member of the Isthmian
Canal Commission in 1904;
advisory engineer to the royal commission on London traffic
in 1904, and member of the board of consulting engineers of
the Panama Canal in 1905. He has inquired into and report-
ed on street railway operating problems in San Francisco,
Detroit and other cities.

ROBERT RIDGWAY

W. B. PARSONS

148

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 3

Personal Mention

Mr. L. W. Gent has been appointed traffic manager of
the Arkansas Valley Interurban Railway, Hutchinson, Kan.

Mr. John Gribbel has been elected vice-president of the
American Railways, Philadelphia, Pa., to succeed Mr.
William H. Shelmerdine.

Mr. A. W. Wilkerson, vice-president of the City National
Bank, Bryan, Tex., has been elected treasurer of the Bryan-
College Interurban Railway, Bryan, Tex.

Mr. L. M. Levinson, acting manager of the Bryan-Col-
lege Interurban Railway, Bryan, Tex., has been elected
secretary and general manager of the company.

Mr. John H. Hanna, formerly chief engineer of the Capi-
tal Traction Company, Washington, D. C, has been elected
vice-president in charge of operation of the company.

Mr. William F. Ham, vice-pre?ident of the Washington
Railway & Electric Company, Washington, D. C, has been
elected a director of the Federal National Bank of that city.

Mr. R. L. Cadwell has resigned as superintendent of
the Warren-Bisbee Railway, Warren, Ariz., to accept a
similar position with the Gila Bend & Ajo Railroad, now
nearing completion.

Mr. A. M. Mocre, who has been master mechanic of the
Georgia Railway & Power Companv. Atlanta, Ga., has been
appointed to the newly created office of superintendent of
equipment of the company.

Mr. J. E. Eaves has been appointed master mechanic of the
Georgia Railway & Power Company, Atlanta, Ga., to suc-
ceed Mr. A. M. Moore, who has been made superintendent
of equipment of the company.

Mr. Arthur Blaser, for the last six years with Wilbur J.
Watson & Company, engineers, has been appointed chief
engineer in his department by Fielder Sanders, Street Rail-
way Commis-ioner of Cleveland, Ohio.

Mr. David S. Carll has voluntarily retired from the office
of general manager of the Capital Traction Company,
Washington, D. C, but retains his position as vice-president
and as a member cf the board of directors.

Mr. R'chard Dawscn has been appointed night superin-
tendent of the Detroit (Mich.) United Railway, a new posi-
tion, in which he will have charge of the niprht operation of
all the city lines in the absence of the division superin-
tendents of the several lines.

Mr. Clarence P. King, president of the Washington Rail-
way & Electric Company, Washington, D. C, and allied in-
terests including the Potomac Electric Power Company, was
elected a director of the Chamber of Commerce of Wash-
ington at the annual election held on Jan. 11.

Mr. Frank Irvine has resigned as a member of the Public
Service Commission of the Second District of New York
and will return to his post at Cornell University as dean
of the college of law. Mr. Irvine was appointed to the
commission in 1914 by Governor Martin H. Glynn.

Mr. A. D. Furlong has resigned as general manager of
the Saginaw-Bay City Railway, Saginaw, Mich., with which
he hai been connected since January, 1914. Mr. Furlong
was formerly third vice-president, general manager and
purchasing agent of the Springfield (111.) Consolidated
Railway.

Mr. Frank J. Sprague has sailed with the superdread-
nought New York as the guest of Capt. Hugh Rodman.
Mr. Sprague, who is a graduate of Annapolis, is a member
of the new Naval Consulting Board. He will witness the
maneuvers and target practice of the Atlantic fleet, and
on his return will embody his observations in a report to
the Naval Consulting Board.

Mr. Van Horn Ely, president of the National Properties
Company and the Wilmington & Philadelphia Traction Com-
pany, has been elected president of the American Railways,
Philadelphia, Pa., to succeed Mr. J. J. Sullivan, the Na-
tional Properties Company and the American Railways

having been amalgamated, as noted in the Electric Rail-
way Journal of Nov. 6 and 27.

Mr. C. I. Beamer, special car agent of the Detroit (Mich.)
United Lines for the last seven and a half years, has
been granted leave of absence, and he plans to spend some
time in the West and Southwest to improve his health.
Before his departure he was presented with a purse of gold
from company officials and fellow employees. Mr. Malcolm
Mclntyre will act as special car agent during Mr. Beamer's
absence.

Mr. Peter Witt, until Jan. 1 Street Railway Commissioner
at Cleveland, Ohio, has opened an office in that city, and
will probably devote a portion of his time to certain features
of electric railway operation, as an expert. He will also
give his attention to a car, for which patents have been ap-
plied, a number of which are now in operation on the Cleve-
land Railway. Mr. Witt has been asked by the Massachu-
setts Commission to represent it in the Bay State Street
Railway fare case.

Mr. H. E. Cleland, formerly advertising manager and
manager of the copy-service department of the Hill Publish-
ing Company, New York City, has joined the organization
of the McGraw Publishing Company, Inc., publisher of the
Electric Railway Journal, and, effective on Jan. 10, was
appointed business manager of the Electrical World. Mr.
Cleland has had an exceptionally broad experience in pub-
licity and modern sales methods employed in the distribution
of engineering products.

Mr. R. F. Carley, at present chief operating engineer of
the Illinois Traction System, Peoria, 111., has been appointed
general superintendent of the Galesburg Railway, Lighting
& Power Company, Galesburg, 111. He succeeds Mr. Foster
Hannaford, who has become connected with the Twin City
Lines as superintendent of the St. Paul division, as an-
nounced in the Electric Railway Journal of Dec. 8. The
duties of the office of chief operating engineer will be
assumed by the present organization.

Mr. John A. Cleveland, who has been connected with
Hodenpyl, Hardy & Company, New York, since December,
1913, has returned to Saginaw, Mich., as general manager
of the Saginaw-Bay City Railway, which is controlled by
the barking firm previously mentioned. Mr. Cleveland suc-
ceeds Mr. A. D. Furlong at Saginaw. Mr. Cleveland was
formerly general manager of the Saginaw property. He
is thirty-six years old and was graduated from Williams
College in 1S01 with the degree A.B. and from Cornell
University in 1904 with the degree E.E. He was at one
time connected with the Rochester Railv/ay & Light Com-
pany. In May, 1903, he entered the employ of the Saginaw
Power Company as superintendent in charge of new busi-
ness.

Mr. Fielder Sanders, recently appointed Street Railway
Commissioner by Mayor Harry L. Davis of Cleveland, was
born in Washington, D. C, on Aug. 24, 1876. Mr. Sanders
was graduated from Central High School, Cleveland, in
1893, and from Ade'.bert College in 1897, with the de-
gree of bachelor of letters. In 1901 he was graduated from
the law school of Western Reserve University and within a
short time was admitted to the bar. He practised law in
C eveland from 1901 to 1909, when he was made assistant
county solicitor, a position which he held until Jan. 1, 1912.
He then took his seat as judge cf the municipal court and
was re-elected to that office in 1913 for a term of four years.
He resigned from the municipal court on Dec. 20, 1915, to
assume his present position.

Mr. Lewis F. Brown, who for a number of years has been
claim agent for the South Covington & Cincinnati Street
Railway, Covington, Ky., and the Union Light, Heat &
Power Company, has been made chief counsel for both
companies, and Mr. E. W. Fitzgerald has been appointed
claim agent to succeed Mr. Brown. The legal departments
of the companies have been in charge of Mr. R. C. Simmons,
Covington, and Mr. Alfred A. Cassatt, Cincinnati. Mr.
Brown has been connected with the South Covington &
Cincinnati Street Railway for a number of years. He
entered the employ of the company as a boy, studied law,
and several years ago became a practising attorney at the
Kentucky County bar. Both Mr. Brown and Mr. Fitzgerald
were claim agents of the company previously.

January 15, 1916]

ELECTRIC RAILWAY JOURNAL

149

Mr. William W. Mason has been appointed senior elec-
trical engineer for the Interstate Commerce Commission,
Central District, with headquarters at Chicago, 111., and
has severed his connection with the Public Service Com-
mission for the F\r~t District of New York, with which he
has been associated since 1908. Mr. Mason took the stu-
dent course with the Thomson-Houston Electric Company
in Lynn in 1893. In 1896 he became connected with the
Greenfield & Turner Falls Street Railway in charge of the
power station and later of all electrical work of the sys-
tem. In 1899 he entered the employ of the Boston (Mais.)
Elevated Railway and took an active part in installing the
multiple-unit system on that road. In 1903 Mr. Mason went
to the Pacific Coast on construction work for the first third-
rail interurban line west of the Mississippi River. After
the earthquake in 1906 he returned to the East to enter
Westinghouse, Church, Kerr & Company, New York. After
the Erie electrification at Roche ter Mr. Mason supervised
for Westinghouse, Church, Kerr & Company all field parties
in the appraisal of rolling stock of the electric properties of
the New York, New Haven & Hartford Railroad. The
Metropolitan Street Railway, Coney Island & Brooklyn
Railroad, Brooklyn Rapid Transit Company, Second Ave-
nue Railroad and the Third Avenue Railroad were all ap-
praised by the Public Service Commission during Mr. Ma-
son's connection with that body.

Mr. W. A. Carson has been elected vice-president of the
Evansville (Ind.) Railways in addition to the position as
general manager. Mr. Carson has been connected with the
Evansville Railways since July, 1908. He was assistant to
the general superintendent of the Indianapolis & Cincinnati
Traction Company from 1903 to 1906, and was assistant
general manager of the Indianapolis, Columbus & Southern
Traction Company from 1906 to 1908. Since Mr. Carson's
connection with the Evansville Railways the company con-
structed a line in 1908 from Evansville to Newburgh, and
built an extension from Rockport to Grandview in 1910.
That same year a syndicate composed of officials of the
Evansville Railways, of which Mr. Carson was a member,
purchased the city lines in Henderson and Owensboro, Ky.,
and Mr. Carson was appointed general manager of both
companies, which were taken over by the Evansville Rail-
ways in 1913. In 1912 a lease was secured on the line of
the Illinois Central Railroad between Evansville and Hen-
derson. This property was electrified by the Evansville
Railways and a gasoline car ferry was installed to transport
the interurban cars across the river. In 1913 the Crescent
Navigation Company was incorporated with Mr. Carson as
president, to operate a line of fast passenger motor boats on
the Ohio River to connect with the company's line at Grand-
view, operating up the river to Troy, Tell City and Can-
nelton, Ind., and Hawesville, Ky., also a line of boats con-
necting with the line of the Evansville Railways at Rock-
port, and operating down the river to Owensboro, Ky.
During Mr. Carson's connection with the company the car-
load freight business on the eastern division from Evans-
ville to Rockport and Grandview has shown a rapid growth,
and exchange of carload business is made with the Illinois
Central Railroad at Evansville and the Southern Railway at
Rockport under the American Electric Railway Associa-
tion's rules on per diem and car service.

OBITUARY

Clarence Howard Clark, Jr., president of the Centennial
National Bank, Philadelphia, Pa., and a member of the
firm of E. W. Clark & Company of that city, bankers, died
near Garnett, S. C, on Jan. 9. Mr. Clark was fifty-four
years old. He entered the employ of E. W. Clark & Com-
pany in 1879, who control many public utility properties, as
a clerk and became partner in 1885. For ten years he had
served as president of the Centennial National Bank.

Oliver C. Gayley, vice-president of the Pressed Steel Car-
Company, died on Jan. 8 at his home in New York in his
fifty-sixth year. Mr. Gayley was born in West Nottingham,
Cecil County, Md., and was formerly for eight years em-
ployed in the engineering department of the Pennsylvania
Railroad, later becoming a division engineer of the Phila-
delphia & Reading Railroad. For many years he was con-
nected with the Safety Car Heating & Lighting Company,
and was a director at the time of his death.

Construction News

Construction News Notes are classified under each head-
ing alphabetically by States.

An asterisk (*) indicates a project not previously
reported.

RECENT INCORPORATIONS

Tampa, Clearwater & Island City Railroad, Clearwater,
Fla. — Incorporated in Florida to construct a railway from
Clearwater to Clearwater Key, 2% miles. Capital stock,
$100,000. Officers: E. W. Parker, Tampa, president; G. R.
Smoyer, Clearwater, vice-president; E. T. Roux, Plant City,
secretary; H. W. Bivins, Clearwater, treasurer, and M. G.
Gibbons, Tampa', counsel. [Dec. 25, '15.]

*Intermountain Traction & Power Company, Tacoma,
Wash. — Incorporated in Washington with a capital stock of
$500,000. The main office of the company will be at Tacoma,
with branches at Seattle and Valdez, Alaska. Incorporators:
I. M. lies, F. B. Chandler and A. B. lies.

FRANCHISES

Kingman, Ariz. — Application for a franchise to build and
operate a steam and electric railroad from some point on
the Santa Fe main line to Oatman has been filed with the
Mohave County board of supervisors by Henry Lovin and
Horace J. Pullen.

San Diego, Cal. — The San Diego Electric Railway has
asked the Council for a franchise to construct an extension
of its line on University Avenue from Fairmount Avenue to
Euclid Avenue.

Kansas City, Mo. — The Kansas City & Tiffany Springs
Railway has received franchises from Clay and Platte
Counties for building and operating a line across the county
highways. [Dec. 25, '15.]

Buffalo, N. Y. — The Public Service Commission for the
Second District of New York has approved the franchise
granted the International Railway by the Council in October
of last year for a double-track extension of its line with the
necessary switches, etc., in Skillen Street from the Military
Road to O'Neil Street.

Dallas, Tex. — The Dallas Standard Traction Company has
received a twenty-year franchise from the Council to con-
struct an extension to its Mount Auburn line.

TRACK AND ROADWAY

Edmonton (Alta.) Radial Railway. — The City Commis-
sioners have recommended the extension of the Edmonton
Radial Railway along Brandon Avenue to connect with the
Edmonton Interurban Railway, estimated cost $3,000.

Pacific Electric Railway, Los Angeles, Cal. — A contract
has been let to the Union Switch & Signal Company for the
installation of block signals on this company's line between
Los Angeles and Riverside.

Martinez, Cal.— It is reported that preliminary surveys
for the proposed line to connect Concord and Martinez have
been completed. The line will follow the main road from
Martinez to Pacheco, and from there will take a cut-off
through the Oak Knoll property and into Martinez. In con-
junction with the building of the line, the Santa Fe Railroad
will move its station at Muir to a point about IV2 miles
nearer Martinez. Judge Clifford McClellan, San Francisco,
and Irving Peterson, Berkeley, are interested. [Jan. 8, '15.]

Municipal Railways, San Francisco, Cal. — The Board of
Supervisors has received a petition from the North Beach
Promotion Association to extend the Stockton Street line
from Stockton and Market Streets along Fourth Street to
the Third and Townsend Streets depot, and from Columbus
Avenue to the bay.

New Britain, Kensington & Meriden Street Railway, New
Britain, Conn. — At a conference recently held by the joint
committee of the New Britain and Meriden Chambers of
Commerce and representatives from Kensington interested
in the proposed line between New Britain and Meriden and

150

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 3

Mr. Brown of the Railway Storage Battery Car Company,
the committee went over the matter in detail with him and
arranged to have him submit an agreement giving the pro-
posal his company is willing to make in writing. With this
as a working basis, the committee will then prepare a re-
port to present to their directors.

Miami (Fla.) Traction Company. — This company has
authorized an issue of $1,000,000 of bonds, of which $200,000
are to be sold now, the proceeds to be used for the construc-
tion of an extension to Miami Beach, West Palm Beach,
Florida City and other points. Plans are also being con-
sidered to construct extensions to Cape Sable, Lake Okee-
chobee and Tampa. It is proposed to begin work on the
extension this winter.

Chicago (111.) Surface Lines. — Operation has been ex-
tended by this company over North Western Avenue to
Devon Avenue and over South Ashland Avenue to Eighty-
seventh Street. The line which has heretofore been operated
between California and Kedzie Avenues via Elston Avenue
wiil be operated via the newly constructed tracks on Mil-
waukee Avenue. These lines, with those operated on the
extensions of Division Street, North Avenue, the north and
south ends of Kedzie Avenue and the north end of Crawford
Avenue, added approximately 20 miles to the transportation
facilities during 1915.

Northwestern Elevated Railroad, Chicago, 111. — Operation
has been begun over the new elevated structure of the
Northwestern Elevated Railroad in Chicago between Wilson
and Howard Avenues. Permanent platforms have not been
laid at the stations, as the men who have been working on
the elevation have been needed for structural work. It is
the intention of the company to replace these temporary
platforms with concrete next spring.

*Mishawaka, Ind. — Plans are being considered to build an
electric line to connect Mishawaka with Indianapolis. The
line would form a connecting link with the Grand Trunk
System at Mishawaka and extend south through Bremen,
Bourbon, Argos, Logansport and other towns and connecting
with a steam line into Indianapolis. Among those interested
are D. C. Dunlap, Wilmett, 111.; Degroot Van Backerman,
Chicago, 111., and A. G. Barone. Wellington, 111.

Iowa City-Muscatine Interurban Railway, Iowa City, Iowa.
— According to an announcement made by President A. D.
Bowen, the Iowa City-Muscatine Interurban Railway will
be in actual operation not later than March 1. Contracts
have been signed with the Rock Island Company for the
leasing of its 104-mile line from Muscatine to Iowa City,
What Cheer and Montezuma. Stock of the railway has been
sold to the amount of $110,000 in Muscatine and Iowa City.
[Nov. 6, '15.]

Morganfield, Ky. — Construction of an electric, standard
gage, trunk railroad between Morganfield and Uniontown
is proposed in a petition which has been presented to the
Fiscal Court of Union County by S. B. Anderson of
Memphis, Tenn., and G. L. Drury of Morganfield. The
proposition is conditioned on the granting to the company
by the court of a right-of-way along the main thoroughfare
which now connects the two towns. They propose to begin
construction immediately and state that the line will be in
operation within twelve months after the concessions asked
for are granted. In return the promoters propose to do
what hauling the county requires at special rates. The
towns are approximately 12 miles apart.

Worcester (Mass.) Consolidated Street Railway. — Resi-
dents of Greenwood Street below Upland Street have peti-
tioned the Worcester Consolidated Street Railway for the
extension of the Greenwood Street line from its present
terminus on Greenwood Street to the Millbury line.

Kansas City & Tiffany Springs Railway, Kansas City, Mo.
— This company will soon go before the utilities commission
with a request for permission to issue bonds, probably ask-
ing for $35,000 a mile, and for issuance of stock. The com-
pany is planning now to build only in Clay and Platte
Counties, the main line northward from Kansas City detour-
ing to reach Parkville on the route to Tiffany Springs, a
spur extending to Campbellton. The purposes of the spur
are to touch the main line of the Quincy, Omaha & Kansas
City Railroad at Campbellton. [Dec. 25, '15.]

United Railways, St. Louis, Mo. — Alderman Koenig on
Jan. 7 introduced in the Board of Aldermen a resolution that
the United Railways be required to extend either the Lee
or Natural Bridge car lines to reach the northwestern resi-
dence section. On Mr. Koenig's motion, the resolution was
referred to the committee on public utilities. The measure
asks the United Railways to extend one of the lines from
the present terminus to Union and Bernays Avenue, west on
Lillian Avenue to Jennings Avenue, and to the western city
limits.

International Railway, Buffalo, N. Y. — A report from
this company states that it contemplate i the construction
of 33 miles of new track for its 1916 requirements.

Interborough Rapid Transit Company, New York, N. Y. —

Bids were opened on Jan. 10 by the Interborough Rapid
Transit Company for new extensions, as follows: For the
Webster Avenue extension the two lowest bidders were
M. J. Leahy, $331,110.90, and A. L. Guidone & Son, $838,765;
for the West Farms extension the two lowest bidders were
A. L. Guidone & Son, $105,915, and Conners Brothers,
$108,000, and for the Eighth Avenue extension the lowest
bidder was Battery Engineering & Contracting Company,
$336,000.

Cleveland (Ohio) Railway. — An application will be made
by this company to Traction Commissioner Sanders for an
appropriation of $934,370 for track renewals and repairs.
The request will include applications for funds to relay the
Broadway line between Miles Avenue and East Thirty-fourth
Street, 6.3 miles, and the East 105th Street line on East
Ninety-third Street, between Kinsman and Mi'es Avenue,
3.5 miles. The application for 1916 is $10,000 higher than
the amount Commissioner Witte was asked for in 1915.

*Wilmington, Ohio. — A committee of four Dayton business
men, Messrs. Cooper, Kimmel, Ratcliff and Eichelberger, has
arranged for a special meeting with the local Chamber of
Commerce, at which time a proposition to construct a line
from Wilmington to Xenia, to connect with the Dayton,
Springfield & Xenia Southern Railway, will be made. The
route has already been surveyed. It is reported that the
Dayton Power & Light Company is back of the proposition.

Youngstown & Niles Railway, Youngstown, Ohio. — It is
reported that the directors of the Youngstown & Niles Rail-
way, a subsidiary of the Mahoning & Shenango Railway &
Light Company, and recently incorporated with a capital
stock of $10,000, have filed an application for an extension
of its charter. The original charter provided for a line
between Youngstown and Niles. The extension now asked
for provides for the line extending through Ni'es to Warren,
furnishing a route for a high-speed line almost entirely on
private right-of-way. J. P. Wilson, Youngstown, president
[Dec. 11, '15.]

Kansas-Oklahoma Electric Company, Caney, Okla. — It is

reported that steps are being taken to finance this com-
pany's proposed line from Independence, Kan., to Caney and
Dewey, Okla. Plans for the line from- Independence to
Caney are said to be already perfected. S. M. Porter, Caney,
is interested. [Dec. 25, '15.]

London & Port Stanley Railway, London, Ont. — A by-law
was carried by the ratepayers of London to spend $101 000
on terminal connections for the newly electrified London &
Port Stanley Railway.

Toronto, Ont. — By a vote of nearly four to one the tax-
payers of Toronto on Jan. 1 indorsed the agreement under
which the city guarantees about $14 000,000 of the bonds of
the proposed Toronto-London radial railway, to be con-
structed and operated by Ontario's Hydro-Electric Power
Commission. The line will eventually be extended to Sarnia. ■
A line will also be built northward from Toronto, extending
to Collingwood, Barrie and Orillia, and possibly to Owen
Sound. An easterly radial will extend along the shore of
Lake Ontario through to Montreal.

Southern Oregon Traction Company, Medford, Ore.—
Operation has been begun on this company's extension from
Medford to Jacksonville.

Willamette Valley Southern Electric Railway, Oregon
City, Ore. — Plans are being considered by this company to
extend its line from Mount Angel to Salem via Silverton,
Macleay and Aumsville.

January 15, 1916]

ELECTRIC RAILWAY JOURNAL

151

Perkiomen Traction Company, Collegeville, Pa.— It is re-
ported that contracts have been let by this company for the
construction of its line from Collegeville to Schwenkville,
and preparations are being made to begin grading and
track-laying. James L. Wolcott, Dover, Del., president.
[March 6, '15.]

Pottstown & Phcenixville Railway, Pottstown, Pa. — A re-
port from this company states that during 1915 it con-
structed 3y2 miles of new line between Sanatoga Park and
Linfield. During the coming year the company expects to
construct 2y2 miles of line between Linfield and Spring City.

Dallas, Tex. — At a meeting of officials of the city of Dallas,
the Union Terminal Company and Dallas Consolidated Elec-
tric Street Railway, it was decided that there would be no
car tracks laid on Houston Street in front of the Union Ter-
minal, now in course of construction, owing to the narrow-
ness of the street and consequent possibility of congestion.
Passengers entering Dallas via steam roads will have to
walk a block to Jefferson Street to get a street car.

Houston, Richmond & Western Traction Company, Hous-
ton, Tex. — It is reported that bonuses and donations amount-
ing to nearly $600,000 have been secured by this company,
which proposes to build a line from Houston to San Antonio.
E. Kennedy, president. [Dec. 18, '15.]

Green Bay & Eastern Railway, Manitowoc, Wis. — Surveys
have been begun by this company for its proposed line from
Green Bay to Sheboygan via Manitowoc. [Dec. 25, '15.]

SHOPS AND BUILDINGS
Bay State Street Railway, Boston, Mass. — The old car-
house of the Bay State Street Railway on Bass Avenue,
Gloucester, was totally destroyed by fire on Jan. 4, together
with thirteen open cars, other equipment and three horses.
The carhouse was a wooden structure and has been used as
an auxiliary station to the brick building at the corner of
Sayward Street and Bass Avenue. The loss is estimated at
$40,000.

Long Island City, N. Y. — The transit committee of the
Queens Chamber of Commerce has urged the Public Service
Commission for the First District of New York to hasten
the station finish work in the Hunters Point Avenue station
on the Queensboro subway in Long Island City, in order to
provide connections for passengers wishing to transfer from
the Long Island Railroad trains at that point. This would
enable residents in all parts of the Borough of Queens to
transfer to the subway system at this station. Public
Service Commissioner George V. S. Williams promised to
take up at once the question of having a separate contract
prepared for the station finish of the Hunters Point Avenue
station.

Texas Traction Company, Dallas, Tex. — It is reported that
this company will rebuild its substation near Sherman which
was recently destroyed by fire.

POWER HOUSES AND SUBSTATIONS
Mahoning & Shenango Railway & Light Company,
Youngstown, Ohio. — Work is progressing rapidly on the
addition to the Lowellville power house of this company.
The Stone & Webster Engineering Corporation is now en-
gaged on the structural iron work. The reinforced concrete
stack has been completed and one boiler has been installed.
The addition will increase the horsepower capacity of the
plant from 20,000 to 40,000.

Northampton Traction Company, Easton, Pa. — This com-
pany, which has taken over the property of the Bangor &
Portland Traction Company, contemplates some changes in
its power supply and lines. One or more substations, prob-
ably of the automatic type, may be erected. Plans are now
being prepared by James T. Rood, consulting engineer,
Easton, Pa.

Potomac Electric Power Company, Washington, D. C. —

The capacity of the Benning steam power plant of the
Potomac Electric Power Company, which supplies energy
to the Washington, Baltimore & Annapolis Railroad, is to
be increased by the installation of an additional 15,000-kw.
generator. The building will be enlarged by the construc-
tion of necessary extensions to accommodate the new ma-
chinery, and a contract for the engineering and construction
work has been awarded The J. G. White Engineering Cor-
poration of New York.

Manufactures and Supplies

ROLLING STOCK

Bristol & Plainville Tramways, Bristol, Conn., expects to
buy three convertible cars during 1916.

Chicago & Joliet Electric Railway, Joliet, 111., on Jan. 3
had one of its street cars partially destroyed by fire.

Manhattan & Queens Traction Corporation, New York,

N. Y., is considering the purchase of additional passenger
cars.

Vicksburg Light & Traction Company, Vicksburg, Miss.,

may purchase during 1916 two closed city motor passenger
cars.

Manhattan City & Interurban Railway, Manhattan City,
Kan., expects to purchase during 1916 two single-truck
motor cars.

Lehigh Valley Transit Company, Allentown, Pa., has is-
sued specifications for twelve side-entrance cars for city
and interurban service.

Union Traction Company of Indiana, Anderson, Ind., has

purchased a modern double-track snow sweeper from the
McGuire-Cummings Manufacturing Company, at a cost of
$3,000.

Fort Wayne & Northern Indiana Traction Company, Fort
Wayne, Ind., has just completed at its Huntington shop a
single-truck, double-end, broom snow sweeper to replace one
destroyed by fire at LaFayette, Ind.

Metropolitan Street Railway, Kansas City, Mo., advises
that the report that it was in the market for fifty cars and
trucks is in error, but that it was in the market for fifty
four-motor electrical and air-brake equipments.

Toronto (Ont.) Civic Railway will shortly purchase thir-
teen new cars at a cost of about $100,000. These will be
used on the new Lansdowne line, the St. Clair Avenue line,
and the Danforth line. The money was provided for in the
estimates for this year. The Toronto Works Department
is now advertising for bids on this equipment, which will
be received up to Feb. 1.

East Liverpool Traction & Light Company, East Liver-
pool, Ohio, noted in the Electric Railway Journal of
Dec. 18, 1915, as having received delivery of fifteen low-level
center-entrance Pittsburgh type cars from the G. C. Kuhl-
man Car Company, specified the following details for these
cars:

Seating capacity 51

Weight of car body, incl. elec.
eq. attached to body and

seats 18,9101b.

Bolster centers, length,

21 ft. 8 in.

Length of body 31 ft.

Length over all 45 ft.

Width over sills.. .7 ft. 9V2 in.
Height, rail to sills,

at bolsters. . . 2 f t. 4 5/16 in.
Height, sill to trolley base,

8 ft. 3 7/16 in.

Body metal

Interior trim cherry

Headlining Agasote

Roof Monitor Deck

Air brakes G.E. CP-27

Axles,

spec, heat treated carbon

Bumpers Ry. Std.

Control G.E.

Couplers,

Ry. std. shackle bar with
drawhead castings
Curtain fixtures. Cur. Sup. Co.
Curtain material . .Pantasote
Destination signs. .. Keystone

Gongs,

New Departure rotary

Handbrakes Peacock

Heaters Peter Smith

Headlights .... Crouse-Hinds

Journal boxes,

Symington torsion lid

Motors,

4 G.E.-247-A, inside hung

Paint Sherwin-Williams

Registers,

Int. Reg. Co.'s C-21 com-
bined coin and transfer
register

Sash fixtures. O. M. Edwards

Seats Brill rattan

Step treads Feralun

Trolley catchers,

Knutson No. 5

Trolley base G.E.

Trucks ..Brill arch-bar type

Varnish,

Sherwin-Williams & Val-
spar Peerless for platform
roof

Ventilators,

Perry for monitor deck

Wheels rolled steel

152

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 3

TRADE NOTES

Kay & Ess Company, Dayton, Ohio, has appointed H. N.
Turner, formerly Eastern representative of this company,
as sales manager with headquarters at Dayton. J. W.
Wilson has been appointed Eastern railway representative
succeeding Mr. Turner.

Curtain Supply Company, Chicago, 111., has received or-
ders to equip with Ring No. 88 fixtures and Rex rollers
the fifteen cars recently ordered by the United Traction
Company, Albany, N. Y., and the three cars ordered by the
Bristol & Plainville Tramway, Bristol, Conn.

Harrison Safety Boiler Works, Philadelphia, Pa., have re-
ceived a gold medal award for the exhibit of their combined
open-feed water heater and hot water meter, known as the
Cochrane Metering Heater, which was exhibited at the
Panama-Pacific Exposition.

Bailey Meter Company, Boston, Mass., has been incorpo-
rated under the laws of Massachusetts to manufacture and
sell a line of recording meters and instruments for power
plants and other similar uses. These meters have been
developed during the past six years in the mechanical
engineering department of the Fuel Testing Company of
Boston. E. G. Bailey will devote his entire time to the
new company, but the Fuel Testing Company will continue
its regular line of work under the personal direction of
W. B. Calkins, who has been a partner with Mr. Bailey
since its organization in 1909.

ADVERTISING LITERATURE

Berger Manufacturing Company, Canton, Ohio, has issued
a folder describing its various types of steel lockers suitable
for employees' use in carhouses and shops.

Wright Manufacturing Company, Lisbon, Ohio, has issued
a catalog describing and illustrating its various types of
chain hoists, steel trolleys and hand cranes.

Ohio Brass Company, Mansfield, Ohio, has issued a folder
illustrating the elimination of the danger factor at steam
and electric railway crossings through the use of its
National trolley guard.

Bowman, Cost & Company, St. Louis, Mo., have begun
to issue Investment Factors, a new free periodical for
investors. The January number contains articles on the
bond market outlook for 1916, talks with investors, "What
the Public Wants," the time to make purchases of secur-
ities, a list of profitable income-producing issues, and it
touches on almost every phase of the investment market.

T. J. Cope, Philadephia, Pa., has issued a folder on his un-
derground construction tools and equipment. This mate-
rial includes cable racks, porcelain insulating saddles, cable
tags, conduit-cleaning tools, cable-pulling wire ropes, steel
manhole ladders, winches for pulling cables, cable-pulling
rigging, cable reel jacks, shoring or trench jacks, bond
plates, high-tension terminals, duct protectors, manhole
guard rails and turnbuckles.

Western Electric Company, New York, N. Y., has issued
the second edition of its year book, known as the "Electrical
Supply Year Book for 1916." The current book continues
the practice of a simple series of list prices, upon which a
basis discount applies, such a discount indicating to the hold-
er of the catalog his approximate price for all the articles
listed. The 1916 book is even more complete and compre-
hensive than the 1915 issue, the number of pages being 1504
as compared with 1296 last year.

Richardson Scale Company, Passaic, N. J., has issued an
artistically designed and completely compiled catalog de-
scribing its hopper scales for the automatic weighing of
coal and water in power plants. The value of these appli-
ances is emphasized in the catalog from the fact that since
coal is the largest single element in the cost of power it
is important to insure that the quality and quantity of coal
paid for is received, and that proper economy in the use of
coal bought is obtained. These automatic hopper scales are
made on the principle of the equal-arm, single weighing
beam, provided with standard Government weights. The
hoppers are so arranged that no coal can pass through them
unweighed and unrecorded. Three types of these scales
find application in power plants: the scale for receiving coal,

the scale for weighing fuel to boilers, and the water scale.
In essential principles they are alike and differ only in de-
tails of construction. With the aid of clearly prepared illus-
tratoins the catalog describes the construction and operation
of these scales and gives special attention to the method of
their installation. The catalog is designed and written by
Ray D. Lillibridge, Inc., New York.

NEW PUBLICATIONS

Maintenance of Way and Structures. By William C. Wil-
lard, C.E., M.S. McGraw-Hill Book Company, Inc.,
New York. 451 pages. Cloth, $4.
This book sets forth the accepted practice in the mainte-
nance of way and structures of steam railroads. The author
has arranged the matter and treated it in such a way that it
will be of interest both to maintenance of way engineers and
to university students pursuing a course in engineering.
Fundamental principles and theory are stated and are em-
phasized in each instance by representative examples of the
practice of individual railways. The standard methods and
practices recommended by the American Railway Engineer-
ing Association serve as a guide and, aside from these, way
engineers of electric railways will find much information of
value in the matter of way department organization and
rules, records and accounts. A large amount of fundamental
information concerning roadway, ballast, wooden ties, econ-
omics of ties, the preservation of timber and rails has been
included. The latest data regarding stresses in the track are
treated in one chapter, which is followed by a discussion of
railway track design. Accepted standards for signs, fences,
highway crossings, bridges, trestles and culverts are also de-
scribed in detail. In each chapter the practical construction
features, as well as theoretical calculations, are given. As
a compendium of information concerning modern track and
roadway construction this volume will prove invaluable for
reference purposes.

Tramway Track Construction and Maintenance. By R.

Bickerstaffe Holt. D. Van Nostrand Company, New

York. 450 pages. Cloth $4.50.
This book contains a wealth of information concerning
construction and maintenance methods employed by English
tramway engineers. While English track construction
differs materially from the American standards from a
design standpoint, the care exercised by English tramway
engineers during the construction and maintenance periods
will be a revelation to American way engineers. The author
is the permanent way engineer of the Leeds Corporation
and is responsible for the construction and maintenance of
one of the largest tramway systems in England. The ex-
ceptional opportunities afforded the author in this capacity
have eminently fitted him to present conclusions concerning
track materials and processes that will also serve as a
guide to American way engineers. The book does not
pretend to survey all the methods that have ever been
employed on English tramways, but is concerned principally
with the materials and methods that have been tested and
have given the author confidence in them. In reality this
work is a book of instructions on track construction and
maintenance, being basicly practical and, doubtless, is the
most authoritative contribution on the subject of English
tramway tracks that has yet been published. In a foreword
the author states that "all is not well with the permanent
way" and then proceeds to furnish suggestions to tramway
engineers, managers, students and municipal authorities
concerning what he deems to be the best practices. In scope
the volume treats of concrete foundations and materials and
their repairs. The different track designs employed are
described and the best practice to follow in rail packing,
laying and fastening is presented. The problems incident
to joints and joint welding are discussed at length. Rail
wear, the composition and manufacture of rails and the
effect of the section on rail wear are given thorough consid-
eration. Drainage, rail maintenance, special work, track
paving and reconstruction are also treated at length and in
a way that they will serve as a guide to English way engi-
neers. An appendix presents the principal methods required
in special track work calculations, and the value of the
volume is enhanced by over 150 illustrations carefully
selected to illustrate the methods and practices described
by the author.

Published by the McGraw Publishing Company, Inc.
Consolidation of Street Railway Journal and Electric Railway Review

Vol. XL VII NEW YORK SATURDAY, JANUARY 22, 1916 No. 4

THE MID-WINTER The association is to be eongrat-
MEETING ulated on the program which has

PROGRAM been prepared for the Chicago

meeting. It is simple, but the topics to be discussed are
momentous and the speakers selected are especially well
qualified to discuss them. It is not to be expected that
these topics can be exhausted in a single day, but the
occasion is fitting to take account of stock of present
knowledge and temper on the subjects "Valuation,"
"Rate of Return" and "Governmental Regulation," so
that the course of the railways may be sailed by chart
rather than by instinct. It is inferred that Senator
Underwood will take up certain points in the President's
message to Congress bearing upon the point covered in
the title of his address, and if so he will open the way
for an expression of opinion by the electric railway
industry. The Chicago meeting bill of fare promises
some nutritive food for thought.

A SOUND BASIS In connection with the problem of
FOR FREIGHT freight rates, which is growing

RATES increasingly important to electric

railways because this traffic offers apparently the livest
opportunity for increased revenue at the present time,
it is pertinent to call attention to the excellent guide
afforded by existing steam railroad practice. High
freight rates do not necessarily mean high freight
receipts, and, on the other hand, lowered rates do not
involve an inevitable increase in business. A proper
adjustment of the rates on the various commodities to
be handled is of infinitely more importance in securing
maximum freight receipts, and this is something that
the steam railroads have been working on for the last
fifty years. They have, as a matter of fact, so fixed
their rates as to give the maximum return in practically
every locality, a feature that is well-exemplified by the
experience of a large interurban railway, which at the
time of inauguration of its freight business set its rates
so that they averaged 20 per cent higher than those
of competing steam lines. A readjustment was recently
made to meet the steam road rates in all cases, and
notwithstanding the reduced charges the revenue per
100 lb. of freight handled was 18.2 cents as opposed to
a revenue of 18.1 cents when the rates averaged 20 per
cent higher. This might look like a miracle if it was
not for the fact that the steam roads, through their
many years of experience, have succeeded in adjusting
their charges to a point such that each commodity car-
ries all that the traffic will bear, and in consequence
their example is something that should not fail to be
considered by the infant industry of freight on electric
railways.

REDUCING Freight loss and damage are not

DAMAGE TO only objectionable to the shipper

FREIGHT an(j the carrier but represent an

absolute financial loss to the latter. On the average
railway the increase in freight claims paid is in direct
proportion to the increase in revenue. On steam roads
the loss in damage payments represents approximately
V/2 per cent of the gross freight revenue. Whether
this is a measure of the amount paid in freight claims
on electric interurban lines, we are unable to state. We
do know, however, that money paid for this purpose
amounts to a considerable sum, and that there is
room for the application of the safety-first movement
to freight handling on interurban lines. Co-operation
between the shipper and the carrier is absolutely neces-
sary to obtain tangible results, but that they will accrue
is made manifest by the experience on steam roads.
During the past year a number of steam roads have
exercised extraordinary diligence to prevent damage to
freight, with the result that reductions in the amount
paid in claims, up to 50 per cent on some roads, have
been made. This saving suggests similar action on the
part of the freight departments of interurban roads.
Perhaps the uniform instructions for packing and mark-
ing recommended by the American Railway Association
committee on packing, marking and handling of freight
would be a valuable aid in this direction. In the same
way, the inauguration of a campaign among employees
and shippers to reduce damage to freight is certain to
produce results. In any event, the co-operation of both
the employees and the shippers should be solicited as
well as their suggestions for the prevention of freight
damage and loss.

ELECTRIFICATION The agreement that has been
OF A FREIGHT reached by the city of New York

TERMINAL an(j the New York Central Rail-

road, whereby the latter will have permanent rights to
the present tracks on the western shore of Manhattan
Island, as outlined on another page, involves the under-
taking of an electrification project of very considerable
magnitude. The route that is to be reconstructed is
only about 12 miles long, but since a large proportion
extends through an extraordinarily busy shipping and
industrial district and includes several large switching
yards, the importance of the plan is by no means meas-
ured by the distance that is covered. Electric operation
for the entire mileage has been decided on primarily
because of the location of part of the line past a resi-
dential and park district, from which numerous com-
plaints have arisen through the use of steam locomotives
on the present tracks. In addition, much of the recon-

154

ELECTRIC RAILWAY JOURNAL [VOL. XLVII, No. 4

structed line is to be in tunnels of sufficient length to
necessitate the banishment of the steam locomotive, so
that apparently the question of economical operation has
been subordinated in the preliminary considerations.
However, it is quite conceivable that the economies
which will follow electrification may provide a suf-
ficient return to pay interest and depreciation on the
investment for the contact system and locomotives, and
if this is the case the installation will have an im-
portant bearing upon future proposals for the electric
operation of freight terminals. In any event, the new
electrification is certain to influence the matter of ex-
tending the New York Central electric zone, for the large
tonnage of freight moving to the west side yards will
necessitate elaborate provisions at some point for the
change in motive power. If this is made at Harmon,
the northern terminus of the present electrified tracks,
so that both freight and passenger trains are elec-
trically operated, an early extension of electric opera-
tion to Albany seems to be a foregone conclusion.

IMPROVING Shuttle service on surface lines

SHUTTLE is a difficult class of traffic to

otiivYi^ri popularize. It is necessary in

many cases, however, to the economical feeding of main
lines of travel, with the corresponding distribution of
passenger flow on the reverse trips. From the passen-
ger's standpoint, a change of cars is usually more or
less objectionable, and to minimize this drawback every
reasonable effort should be made to provide a quick and
comfortable journey over the shuttle line. On account
of the low density of traffic, there is a temptation to
employ old and often poorly lighted cars in this service,
but the latter condition is more often due to oversight
than to intention. There is also a tendency to run an
infrequent schedule on the theory that even if passen-
gers walk to the main line the company will get their
fares, but we see no reason why stimulation of traffic on
the shuttle line should not be as beneficial as on other
parts of the system. If possible passengers have to
walk to the junction they may walk the rest of the way,
or the probability that they shall have to walk may
deter them from taking the trip. In their knowledge
of actual running times rather than of total elapsed
times in making trips of various kinds on a system,
electric railway men are sometimes prone to overlook
the value of close connections to the passenger. Some-
times these connections can be improved on short shuttle
lines by the installation of a loop service through a
district of comparatively limited area, avoiding lay-
overs at one end of the line and possibly taking advan-
tage of carhouse facilities at the beginning and end
of each trip. It goes without saying that cars used in
shuttle service should be well cleaned and painted, and
provided with comfortable seats and properly main-
tained trucks and wheels. A low maximum speed is
generally feasible, but too much care cannot be taken
to see to it that the lighting is good because the ability
to read on a shuttle line, even if the running time over
it is only ten or fifteen minutes, is an important factor
from the public's standpoint.

THE BENEFIT OF THE DOUBT

The subject of public relations cannot be settled by
passing resolutions and enunciating principles, im-
portant as such exercises may be. Good public relations
develop like individual character, each consistent effort
exerting its influence toward the desired end. An ex-
cellent opportunity to make a good impression is fur-
nished whenever a patron has occasion to bring a com-
plaint to headquarters for adjustment. The following
example came to our attention recently.

A woman came into a manager's office and claimed
that on the preceding day she handed a conductor two
$1 bills, which stuck together so that they looked and
felt like one and she received change for only one.
She did not discover her error until after she got off
the car, when she found that the two bills were missing.
She could not remember the badge number of the con-
ductor or the number of the car. This case actually hap-
pened within the last few months in the case of a large
company.

Later, the incident was discussed by several man-
agers, and three methods of dealing with the case were
suggested. The first was to tell the passenger that it was
impossible, without the number of the car or of the
conductor, to check up the story as no conductor had
reported his accounts as being over, and to explain
courteously that nothing could be done. The second
course suggested was that possibly an exception ought
to be made if the complaining passenger was known
to be a person of influence in the community. The third
plan was to take the passenger's word for the trans-
action on the theory that she would not have made
the visit if she did not believe that the facts were as
she had stated, to tell her that the situation was unusual
hut that the manager's office was the place where un-
usual matters were straightened out, to thank her for
calling and to hand her a $1 bill.

In the case in question the plan followed was that
given as the third in the list just mentioned. It may
seem quixotic, but by means of a consistent following
of a policy of this kind the company in question has
built up a very strong feeling in the community that it
is always ready to meet the public more than half way.
There is, of course, some danger that unscrupulous per-
sons will impose upon it, but experience has shown that
this danger is more imaginary than real. The cases
which call for a refund are necessarily rare, but where
they are made the refund is accompanied by a railway
ticket to cover the cost of sending the letter to the com-
pany. A lookout has to be kept, of course, for repeaters,
but they can nearly always be detected, and the amount
lost through fraud is trifling, not only in comparison
to the cases of real injustice corrected but also actually
in amount.

Of all the public utilities the urban railway is un-
doubtedly the one with which a broad and liberal policy
of public relations is most important. The service
which it gives is more personal in character than that
of either a lighting or water company, and it carries
the members of the community which it serves more
often than do the steam railroad companies. More-

January 22, 1916]

ELECTRIC RAILWAY JOURNAL

155

over, it is in more constant evidence than any one of
the other utilities mentioned as it uses the public
streets. In settling disputes, therefore, it is especially
important that the patron be given the benefit of the
doubt whenever the matter in controversy deals with
the accuracy of fundamental data rather than the in-
fraction of reasonable and well-understood rules.

In one of the New York dailies several columns are
being given each week to correspondence with readers
regarding their experiences with merchants. The im-
pression given by all of this is that the modern mer-
chant aims to satisfy his patrons even if it is necessary
sometimes to grant unreasonable demands. The same
procedure will bring good results in selling transporta-
tion which, while different from merchandizing in many
particulars, is nevertheless a proposition in which every
individual in the organization from the conductor up
must have the instinct of a salesman.

REMOVING THE EMPLOYEE'S GRIEVANCE
Now that the tumult and shouting over young Mr.
Rockefeller's trip to the properties of the Colorado Fuel
& Iron Company has subsided, it is time that some
serious attention should be paid by railway men to the
purposes underlying Mr. Rockefeller's visit. His pur-
pose was to establish points of contact with his em-
ployees, believing that the absence of such points of
contact was the cause of most of the troubles of the
company. Whatever the exact form of the organization
put into effect as the result of Mr. Rockefeller's inves-
tigations on the spot, its aim and purpose is to give
employees a chance to tell their troubles. Mr. Rocke-
feller's expressed opinion, and that of many others who
have investigated the Colorado situation, is that most
of the difficulties there have arisen from lack of under-
standing between the men and the management, and
this is traced to lack of opportunity for expression. To
remove the possibility of such misunderstanding in the
future, in so far as it can be removed by giving the
men a voice, Mr. Rockefeller is determined that if a
man has anything to say he shall have an opportunity
to say it.

In one of the big copper mines that had serious labor
difficulties a few years ago, the general manager put
into effect a rule that every Tuesday his time was to
be devoted to receiving employees and members of their
families who had anything that they would like to talk
to him about, whether this was a personal affair or
something connected with conditions of employment.
This general manager says that for a few months most
of his callers had a grievance of some kind. These
grievances were adjusted without any difficulty at all.
Soon the calls by employees almost ceased. In other
words, the man who had a kick had got it out of his
system. Now most of the general manager's callers are
members of the families of employees, who bring their
troubles, including those of a purely domestic nature, to
the general manager for discussion and, if possible, for
solution.

It is not true to say that this sort of thing is no part
of a general manager's business. If it results, as it

has in this case, in greatly improving the relations be-
tween employees and the management, it is about as
useful as anything to which a general manager could
give his time. It may not be literally true, but it is
locally reported at the copper properties in question that
another strike would be impossible, for the reason that
the women would not allow it. The company has the
same general manager that it had during the bitter
strike of three years ago. He has now convinced his
men and their women folks that everybody can get a
square deal from him. This is certainly a big gain,
and no one would dispute that it is worth all the time
spent in bringing about such a condition of affairs.

Electrical railway labor troubles are nearly always
traceable to small causes of discontent. When neg-
lected these afford the labor agitator the opportunity
he is looking for to start an organization movement.
As a rule it is not until this happens that the manage-
ment wakens to the fact that it has a labor problem.
It is then, however, usually too late to do anything ex-
cept fight. Evidently here is a fit subject for a good
resolution for 1916 — namely, for the railway manager
to find out for himself how well satisfied his employees
are, and what, if any, are their grievances, and to take
such steps as are needed to remove these grievances.

It will not answer the purpose to take the opinions of
superintendents and others on this question. Public
or private opinion among a large body of employees is
something that the manager must find out for himself.
There is, of course, some risk of disorganization in go-
ing over the heads of intermediate bosses directly to the
men themselves, but this risk is small in comparison to
the risk involved in providing no means of communica-
tion between those at the bottom and the man at the
top. Nor will occasional attention to this matter suffice.
The American working man is determined to have a
voice. If he does not get it in one way he will get it
in another way. The best means of meeting this situ-
ation is to provide some regular and well-recognized
means by which the men lower down can at any time
communicate with the man higher up in an atmos-
phere of fair hearing and fair dealing.

This copper mine plan is simple, direct and admir-
ably adapted to electric railway systems, and the more
systems on which it is put into effect the fewer will be
the labor troubles of the future. It is not to be sup-
posed that the institution of such a scheme means that
the general manager will dispose of every petty cause
of complaint which arises. The purpose is to provide
the employee with a safety valve and to enable the man-
agement to find out for itself what is really in the
minds of the men it employs. The old formula, 'Any-
one can see me at any time" is not enough. There must
be a definite invitation, with time and place clearly
stated, if the kind of relations we are talking about here
is to be established between railway managements and
their employees. Even if a management thinks that
its men have nothing about which they would like to
unburden their minds, it can only do good to give them
an opportunity to speak out if they have anything to
aay.

156

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 4

Load Dispatching at East St. Louis

The Author Describes the Method of Centralizing the Control of Power Distribution for a
Network of Electric Railway and Industrial Power and Lighting Lines in a
Territory of 280 Square Miles with 200,000 Population

By HAROLD W. CLAPP

Vice-President East St. Louis & Suburban Railway

THE East St. Louis & Suburban Railway, with which
is affiliated the East St. Louis Light & Power Com-
pany, the Alton Gas & Electric Company, and the Alton,
Granite & St. Louis Traction Company, has recently
inaugurated a load-dispatching system at East St.
Louis, 111. This serves as a means for making more cer-
tain an uninterrupted service for power and light cus-
tomers and for assuring proper supply of electric cur-
rent for railway purposes in East St. Louis and the
surrounding territory served by these properties, as
well as for more economical handling of the generation
and transmission of electric energy.

Supervision of load handling is placed in direct
charge of three dispatchers, working on eight-hour
shifts. These are men of several years' experience as
switchboard operators who are thoroughly familiar with
the requirements of the system. In order that they
might have all necessary information immediately at
hand, a dispatching room has been fitted up adjacent to
the office of the superintendent of power in the general
office building at East St. Louis.

Power Dispatcher's Office Equipment

In this office are five large vertical map boards painted
white, 8 ft. x 8 ft. in dimensions, these being arranged
in a semicircle around a load dispatcher's desk, which
stands near the center of the room. Reference to one

of the accompanying halftones will give some idea of
the arrangement, as it gives a full view of the No. 1
and No. 2 boards at the left of the dispatcher, while
the No. 3 board is partly exposed at the left of a build-
ing column upon which are the recording voltmeters.
The No. 4 and No. 5 boards are to the right of the
dispatcher.

The No. 1 board shows the power generating system
and the main distributing system between stations and
substations. On this the power station at Alton is indi-
cated in the upper left-hand corner by the large circles,
with the Alton heating plant just to the right and
slightly below it. The Winstanley station at East St.
Louis is indicated at the lower right-hand corner, and
the Lake Avenue substation in East St. Louis at the
lower left-hand corner. The lines drawn between these
large circles represent station-to-station tie lines. With-
in the large circles and indicated by small circles are
shown the generators, frequency changers, rotaries,
motor generators, boosters, synchronous condensers and
transformers. Different colors are used to represent
the various pieces of equipment and lines of different
voltages.

For instance, at the Alton power station, the outside
circle is green, representing 66,000-volt, 25-cycle power
from the Keokuk hydroelectric station, while the large
interior circle is red, indicating 13,200-volt, 25-cycle cur-

EAST ST. LOUIS POWER DISPATCHING INTERIOR OF DISPATCHER'S OFFICE

January 22, 1916]

ELECTRIC RAILWAY JOURNAL

157

EAST ST. LOUIS POWER DISPATCHING BOARD SHOWING POWER EAST ST. LOUIS POWER DISPATCHING BOARD SHOWING 25-CYCLE

GENERATING AND MAIN DISTRIBUTING SYSTEM TRANSMISSION SYSTEM DETAILS

rent, either generated at Alton or transformed to that
voltage. The two small circles between the exterior
circle and the large interior one each represent a 3000-
kw. transformer for 66,000-13,200 volts. The circle at
the center is in blue, representing 2300-volt, 60-cycle
current for power and light purposes. As an example
of the method used in showing equipment, between the
large blue and the large red circles are shown, at the
top, two small circles, or rather groups of three small
concentric circles, the inner being in blue, and the two
outer ones in red. These represent frequency changers.
The straight lines connecting each of these on one side
with the large blue circle are in blue, and the straight
lines on the other side connecting with the large red
circle are in red.

As a further example of the method used in represent-
ing machines of different kinds, a 13,200-600-volt rotary
for railway service is shown by a red circle with a large
yellow dot in the center, and a 13,200-600-volt rotary for
commercial power service by a red circle with a large
brown dot at the center, red indicating 13,200-volt,
25-cycle power, yellow 600-volt railway power, and
brown 600-volt commercial power.

The medium-sized circles at the middle of the left
side of the board represent the railway substations at
Hartford and Granite City, and the four circles in the
upper right-hand section are to indicate the railway
substations at O'Fallon, Collinsville, Belleville and
Maryville.

Operating Procedure

Close to the small circles representing generators,
rotaries, etc., are placed small incandescent lamps under
lenses corresponding in color to the circles. These lamps
are controlled by push-button switches arranged in a
double row at the outer edge of the dispatcher's desk.
The lighted lamps indicate machines in service, and
show by the color of the lenses over them the kind of
current being delivered. Whenever a machine is cut
in on the line, or is cut off, notification by telephone is
given to the dispatcher, who simply presses one of the
buttons governing the lamp for that particular machine,
and the lamp is lighted or extinguished, as the case may
be. Thus there is completed a cycle of operations orig-

inating with the dispatcher's order for a change of
machines or the placing of an additional machine on the
line; the actual performance of the operation by the
station man, and its registry on the map board by the
load dispatcher in his office.

On the No. 2 board in the dispatching room is given
a detailed outline of the 25-cycle transmission system,
which operates at 66,000 volts and 13,200 volts, this
showing the connection with Keokuk and with the gen-
erating equipment at Alton, Winstanley and Lake Ave-
nue. The locations of control switches on the various
lines also are indicated. Lamps under colored lenses
for the different machines and corresponding to those on
the No. 1 board are also placed on the No. 2 board. In
addition to this, lamps under lenses represent the
switches, these showing lighted when the switches are
closed.

As a further aid in rapid and proper handling of the
load, the other three large boards in the dispatching
room have proved invaluable for reference. The No. 3
board gives a map of the territory served by the city
and interurban lines, indicating the location of double
and single trolleys and trolley feeders, each by a differ-
ent color. Power stations and substations are also in-
dicated. The No. 4 and No. 5 boards show the power
and light distributing lines in the cities of East St.
Louis and Alton respectively, the largest consumers
being located and designated by name. In addition to
these, two smaller boards, 4 ft. x 4 ft. in dimensions, are
placed just to the rear of the dispatcher, these showing
the street arc-lighting systems in East St. Louis and
Alton.

In addition to the work of direct supervision of the
load handling, the dispatcher keeps a log of all changes
affecting the service, such as ordering of lines off for
repairs, interruptions from storms or other reasons,
and troubles arising from other unusual conditions.
From this log a typewritten report is made of all line
outages, giving reasons and time of duration. This is
sent to all officials directly interested in furnishing
service. A book record, alphabetically indexed, is also
kept for all lines, and this shows quickly just how much
trouble has occurred on any particular line for any given
period of time. The system load curves are also made

158

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 4

up in this office from meter readings received daily by
telephone from all stations.

The dispatcher is supplied with prints of all bus con-
nections for ready reference. He is also supplied with
a full set of maps covering the property and lines, which
are mounted on rollers and hung in a map case for easy
reference. The recording voltmeters previously referred
to give a record of voltages on the 60-cycle, the 25-cycle
and the 600-volt d.c. commercial power line.

Just under the push-button switches at the edge of the
desk controlling the map-board lamps is a row of small,
square plates numbered to correspond to the boilers in
the different power stations. Each plate has a hole in
it into which is inserted a small wooden button colored
to represent the boilers on the line, those banked, those
cold but O. K. for service, those out of service for re-
pairs, and those set with kindling or oil in readiness for
immediately raising steam pressure for emergency use.

Telephone service is provided to take care of all prob-
able difficulties, direct connection being made to the
two plants at Alton, and with the Winstanley Station ;
also with the substations at Lake Avenue, Hartford and
Granite City. Communication may be established with

pany, which supplies electric energy for commercial,
residence and street lighting, as well as hot-water heat
and illuminating gas in the city of Alton.

The system comprises 196 miles of track in East St.
Louis, Alton, Brooklyn, Venice, Madison, Granite City
and Belleville, and on the interurban lines extending
from East St. Louis to Alton, 25 miles to the north, to
Lebanon 22 miles to the east, to Belleville 15 miles to
the southeast, and to Edwardsville, via Collinsville, 22
miles to the northeast. This territory is approximately
280 square miles in area, with a population of more than
200,000. At the present time, 7800 customers are sup-
plied with electricity for light and power, more than 76
per cent of the current sold being for power purposes.
A supply of current is taken at 66,000 volts, 25 cycles,
from the Keokuk Water Power Development of the Mis-
sissippi River Power Company over a transmission line
144 miles in length, in addition to the current gener-
ated at the power stations of the system.

Provisions for Reliable Service

The region about East St. Louis is peculiarly liable
to severe electrical storms, which may cause damage

EAST ST. LOUIS POWER DISPATCH ING-

-BOARDS SHOWING TROLLEY FEEDERS AND POWER STATIONS AND POWER AND LIGHTING CIR-
CUITS IN EAST ST. LOUIS AND IN ALTON

the other substations and all other departments through
the general office operator. The telephone system is so
arranged that the dispatcher may hold a telephone con-
versation simultaneously with the operators at the sta-
tions or with all persons involved in making any change,
such as one or more linemen, together with the station
operator. This considerably reduces the time consumed
in making the changes, and introduces an element of
safety which might otherwise be lost.

Scope op the System

Some idea of the ground covered by the load-dispatch-
ing system may be obtained from knowledge of the fact
that the activities of seven different properties are in-
cluded. These are the East St. Louis & Suburban Rail-
way, operating several interurban lines; the St. Louis
& Belleville Electric Railway, a coal-carrying road; the
East St. Louis Railway, operating the city lines in East
St. Louis ; the St. Louis & East St. Louis Electric Rail-
way, operating the lines over the Eads Bridge; the
Alton, Granite & St. Louis Traction Company, operat-
ing the local lines in Alton and the interurban lines be-
tween five cities and towns and several villages; the
East St. Louis Light & Power Company, which supplies
electric energy for general commercial, street and resi-
dence lighting, and for power purposes in the East St.
Louis district; and finally the Alton Gas & Electric Corn-

enough to impair the service. The entire system, how-
ever, has been laid out with a flexibility considered
proper to supply current for any emergency and to take
care of any possible trouble on the line, sufficient sta-
tion-to-station tie lines being installed with all necessary
switching apparatus. In connection with this an in-
teresting feature of the equipment installed for conve-
nience of the load dispatcher is a "storm detector," sim-
ilar to that used at the Waterside stations of the New
York Edison Company. This is an electrical instrument
which uses the principles of wireless telegraphy in its
operation. Nearly all summer storms are accompanied
by electrical disturbances which cover a field much
greater than the storm clouds themselves, and it is
these disturbances that cause so much damage to trans-
mission lines and result in interruption of service. Some
of these radiations may be intercepted by wireless an-
tennae, and the "storm detector" is the instrument which
has been devised for use in connection with them to
indicate the approach of storms. Several hours before
the storm clouds actually reach the city the bell on the
storm detector will begin to strike at intervals of sev-
eral minutes. If the storm is headed direct for the city,
these warnings become more frequent, and at its very
near approach the bell will ring continuously. When
the intervals between warnings have decreased to a cer-
tain length, as determined by experience, the load dis-

January 22, 1916]

ELECTRIC RAILWAY JOURNAL

159

patcher orders the stand-by boilers fired up and brought
up to pressure, thus assuring a supply of steam for the
stand-by generators.

In addition to the fact that uninterrupted service is
better insured by placing the responsibility for handling
the load on the load dispatcher, thus producing on the
part of the consumer a feeling of dependence in the
assertions and efforts made, it is expected that, by the
introduction of the load-dispatching system, many
economies will be effected in the production of current.
The load dispatcher knows which are the most econom-
ical units to operate and he knows what load to expect
at different periods of the day, under normal conditions.
Handling the load becomes a matter of strict adherence
to a certain daily routine, keeping in mind always that
only sufficient machines must be operated to carry that
load economically. In times of emergency resulting
from storms, line trouble or other unexpected occur-
rences, the experience accumulated in load dispatching
will make the dispatcher's movements decisive and cer-
tain and will reduce to a minimum the chance for
outages.

A notable feature of the company's practice in con-
nection with the new system is that the office of the
load dispatcher has been thrown open for inspection by
the public. It has been the practice to have those per-
sons in direct charge of any of the numerous and varied
industries in the territory served by the railway and
power system visit this room when a change to electric-
ity for power is being considered, and it has been their
general expression of opinion that the utmost is being
done to insure good service. In fact, the visit to the
dispatching room has been the clinching argument with
several prospective customers. It is considered that the
load-dispatching system as graphically displayed in this
office is an advertising asset of much value in the cam-
paign for more business which is founded upon a defi-
nite nolicy of giving the consumer absolutely dependable
service.

Electric Railway Statistics

Figures Are Given by States of the Miles of Track and
Number of Cars Owned

THE accompanying table gives statistics of the miles
of tracks and cars of the electric railway companies
in the United States, made up from the August, 1915,
electric railway directory of the McGraw Publishing
Company. The dates of the reports in this directory
average about June, 1915, so that the table may be con-
sidered to represent that statistics of the industry at
about that time.

A comparison of this table by States with a somewhat
similar table published in the issue of Aug. 29, 1914,
will show a total of 46,454 miles as compared with 45,004
last year and 99,405 cars as compared with 97,721 last
year. A comparison by States, however, will show some
decreases in both cars and miles of track, while in the
case of other States there are increases of considerable
magnitude. These are due principally to two causes.
Last year, in the case of interstate railways, an attempt
was made to allocate a proportion of the tracks and
number of cars between the different States, but as any
such allocation is necessarily an estimate, it was con-
sidered wiser in the tabulation this year to place all
of the mileage and cars in the State in which the greater
part of the system is situated. Another reason for the
discrepancy lies in the fact that in a number of cases
a considerably larger number of "service cars" will be
reported than during the following year. This is prob-
ably because the official preparing the statement one
year will include certain classes of cars, perhaps con-

struction cars, as service cars, whereas in the following
year these will not be included by the person making the
report. For this reason, the table this year is arranged
so as to include the different types of cars reported.
Gasoline motor passenger cars are included in the col-
umn of motor passenger cars.

In a few cases this year, where the company owns a
large number of service cars compared with the number
of passenger cars owned, the total number of such serv-
ice cars has been intentionally omitted from the table.
Instances of these are 3000 service cars reported by the
Chicago Tunnel Company, 830 freight cars reported by
the East St. Louis & Suburban Company, and 498 "other
cars" reported by the Fort Dodge, Des Moines & South-
ern Railroad. In the case of the electrified steam trunk
lines only electric locomotives, motor passenger cars
and trail passenger cars for use with the multiple-unit
system have been included.

TABLE SHOWING STATISTICS OF ELECTRIC RAILWAY COMPANIES IN THE
UNITED STATES

E

o>0

O v

, B

s'a

«°

States

■5 o.

o

O OJ

New England Stales

Is

Mile
Trac

s 1

'1 1

E-i %

Connecticut

n

1,576

2,102

44

Maine

16

583

582

8

Massachusetts

40

3,188

7,979

314

New Hampshire

13

208

264

Rhode Island

3

436

1,068

"47

Vermont

10

124

142

Total

93

6,115

12,137

413

100
4
11
1

Eastern States

Delaware 3

District of Columbia 7

Maryland 11

New Jersey 29

New York 107

Pennsylvania 123

Virginia 16

West Virginia 24

138
403
674
1,471
5,447
4,354
594
519

tt ~

go

) m

>

»o

OK

73

56

133

6

11

1,112

28

2

253

9

11

76

1,610

8

235 ....

1,087 ....

2,152 ....

2,756 3

15,607 1,123

8,477 56

906 26

610 ....

139

3

Total 320 13,600 31,890 1,208 154

Central States

Illinois

Indiana

Iowa

Kentucky

Michigan

Minnesota

Missouri

Ohio...

Wisconsin

73
44
30
10
26
13
24
77
21

3,683
2,309

878

467
1,658

789
1,122
4,288

767

5,833
1,956
984
996
2,802
1,213
2,474
5,374
892

631
12
13
14

51
17

84 11
122 ....

13

"7
"«

7
35
69
19

3

76
444
219

84
2,398
661
184

33

21
180

135 4,099 201

910

86

21
10

Total

Southern States

Alabama

Arkansas

Florida

Georgia

Louisiana

Mississippi

North Carolina . .
South Carolina
Tennessee

31S 15,961 22,524

Total

Western States

Arizona

California

Colorado

Idaho

Kansas

Montana

Nebraska

Nevada.

New Mexico. . . .
North Dakota. . .

Oklahoma

Oregon

South Dakota .

Texas

Utah

Washington
Wyoming

4
40
13
5
19
8
7
2
2
6
16
10
3
39
5
13

366
134
176
483
292
123
286
110
461

437
230
249
722
647
163
282
152
831

33

1,019
206
364
76
129
221
484
1,198
57

93 26 1,048 3,754

210
54
49
87

106
27

207
12

14S

,431 3,713

Total

Total, all Stales

194
1,027

52
3,188
460
174
449
271
234
11
10
38
285
720
26
992
363
1,052
22

8,347
46,454

1

81
157

19
15

41
3,611
414

58
372
127
481

12

11

76
227
800

31
1,188
275
1,007

12

8,743 472
79,007 3,048

430

900

1

1,739
259
16
105
17
52

109

27

4

47

' 19

3

i46

2

84

14

8

' ' 3

2

24

27

429

"29

7

548
3

208
197
451
3

142 456 618
512 538 1,884

3,673 167
14,036 380

The receipts of the Glasgow Corporation Tramway
for the past six months totaled $2,766,160, or almost
$194,800 more than in the corresponding six months
last year. The passengers carried exceeded 177,500,000,
an increase of nearly 13,000,000. This remarkable traf-
fic is largely due to munition work at Clydeside.

160

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 4

The Return Feeder System of the

Interborough

This System, While Special in View of the Practically Insulated Nature of the Track and
of the Tremendous Traffic Density, Is an Interesting Example of the
Application of Return Feeders on a Large Scale

By I. W. GROSS, New York

THE insulated return-feeder system has in recent
years been somewhat widely utilized in the attempt
to reduce stray currents on railway lines using direct
current with grounded track circuits. This system,
which has been extensively and interestingly treated
in the columns of the Electric Railway Journal dur-
ing the last two or more years, is not new, having been
installed as early as 1904, when the Interborough Rapid
Transit Company of New York first began the operation
of its subway lines. It is the purpose of this article
to briefly describe the negative layout as used by this
company at the present time on its subway lines and
to show the benefits derived from this insulated feeder
system.

The present system of subway lines operated by the
Interborough Rapid Transit Company consists of ap-
proximately 55 miles of equivalent single-track line,
part of which exists as four-track section, part as
two-track section, and a small portion is a three-track

S.5

INTERBOROUGH RETURN FEEDERS — FIG. 1 — MAP OF
SUBWAY SYSTEM

section which is at present normally operated as a two-
track line. The different types of subway lines are
divided approximately as follows: four-track mileage,
25 ; three-track mileage, 7 ; two-track mileage, 23 ;
total, 55.

Since the above lines are underground and the density
of traffic comparatively great, a signal system is abso-
lutely necessary to the safe operation of the trains. For
this purpose one of the track rails is utilized for signal
purposes to the complete exclusion of its use for return
traction current. One running rail per track, there-
fore, remains for the return current, additional con-
ductivity being supplied by auxiliary cables.

Power is supplied to the line at 625 volts, direct cur-
rent, from nine rotary converter substations, located ap-
proximately 12,000 ft. to 14,000 ft. apart. The average
maximum hour winter input to the substations averages
about 8600 kw., alternating current, for a substation
feeding a four-track line. From this it is apparent that
there is a heavy load on the line. This load is about
0.169 kw. per foot of track, or on a four-track line it is
0.676 kw. per foot. Fig. 1 shows the general layout of
the system.

Negative Circuit Layout

The track-circuit electrical layout is shown diagram-
matically in Fig. 2 for a four-track section. All nega-
tive feeders are of copper, 2,000,000 circ. mil in size,
insulated with paper and covered with lead identically

as are the positive feeders. These feeders are distributed
to the track in four groups per substation, two long
groups and two short ones. The track rails are equal-
ized approximately every 300 ft. by bare cables, of from
250,000 to 1,000,000 circ. mil area, to prevent excessive
drop in the rails when cars are starting.

The negative cables run from the substation in un-
derground clay conduits. They are equalized at the
track end on a bus which is insulated by fiber from

Track Rails I'M c m. Copper Equiv. -Each

Substation Negative Bus.

INTERBOROUGH RETURN FEEDERS — FIG. 2 — DIAGRAM OF RETURN
FEEDER LAYOUT, PREFERRED PLAN

the bus support, which is bolted to the concrete struc-
tural work. From this negative bus heavy, bare copper
jumpers connect to the track rails.

To present the voltage characteristics of this nega-
tive return system, average data have been taken over
the entire subway lines. Following are the data used:

Total length of line fed per substation 12,720 ft.

Length of short negatives 1,500 ft.

Length between short negatives 2,080 ft.

Length between short and long negatives 3,400 ft.

Length beyond long negatives 1,920 ft.

Average amperes per foot of track 1.22

In computing the voltage drop curves a uniform dis-
tribution of the load over an entire section was assumed,
and this assumption is clearly quite rational considering
the heavy load on the line.

25

a- 20

ct Lit

Norr

7a 1 6

roun

le \^

19

4 Vo

Its

3 2 10 12 3 4
Thousands of Fee+

INTERBOROUGH RETURN FEEDERS FIG. 6

PREFERRED PLAN

-VOLTAGE DROP WITH

The negative voltage drop curves shown in Fig. 3
were computed from the above data and the four-track
layout of Fig. 2. Reference to Fig. 3 shows that no
attempt has been made to equalize the drops in the
negative feeders. The drop in the short negatives is
9.3 volts, and in the long negatives it is 20.9 volts. The
maximum drop at the end of the section is 26.9 volts.

The average drop under the curve, to which the cop-
per loss is proportioned, is 19.4 volts, from which it

January 22, 1916]

ELECTRIC RAILWAY JOURNAL

161

appears that the maximum drop affecting electrolytic
conditions at the end of the line is 7.5 volts, and at the
end of the short negatives, 10.1 volts.

The distribution of current in the cables is as fol-
lows: Long negatives, 790 amp. per cable; short nega-
tives, 1150 amp. per cable. From this it will be seen
that the current distribution is not equal in short and
long feeders. In some cases, in fact, it has been found

Track Rails I'M c m Copper fc/un. -Each

Substation Negative Bus

INTERBOROUGH RETURN FEEDERS FIG. 4 DIAGRAM OF RETURN

FEEDER LAYOUT, ALTERNATE PLAN

necessary to add another short negative cable to pro-
vide sufficient current-carrying capacity in the short
negative group.

To compare the above-described insulated feeder
system with one having equal distribution of current
in all negative feeders the scheme of Fig. 4 is presented,
and voltage drops were computed for them as before.
This scheme involves two sets of negative feeders, with
a total feeder length equivalent to that shown in Fig. 2.

A summary comparison of the two schemes is given
in the following table:

Data for Negative Circuits Only

Scheme Scheme
Shown in Shown in
Fig. 2 Pig. 4

Maximum average volts drop 26.9 38.0

Maximum average volts drop effecting electro-
lysis, at end of line 7.5 9.6

Maximum average volts drop effecting elec-
trolysis, at the ends of short feeders 10.1 11.6

Average volts drop 19.4 28.4

Maximum hour copper loss, per cent 3.11 4.55

Per cent excess copper loss in one scheme as

compared with the other 46.2

From the above comparison it is obvious that the
scheme shown in Fig. 2 is vastly superior to that of
Fig. 4, and the additional cost of installing the former

2§.4

Nor)

val Sroi/r

ne

Volts

7 654321012345678
Thousands of Feet

INTERBOROUGH RETURN FEEDERS — FIG. 5 — VOLTAGE DROP WITH
ALTERNATE PLAN

is merely that of placing two additional sets of track
equalizers at the end of negative cables, the duct lines
being approximately the same in total length.

Insulation of Track Rails

For an ideal layout of a negative track circuit to
minimize electrolytic effects it is desirable to keep the
ends of all negative feeders at the same potential. In
the Interborough subway system, however, this is not
essential since the track itself is not inherently a
grounded circuit. The rock ballast and ties provide very
good insulation between track and ground, so much so,
in fact, that extraordinary precautions with paralleling

conducting lines external to the subway have never
been found necessary on account of electrolytic trouble.

It should be emphasized in passing that the com-
plete insulation of the negative bus is imperative to
obtain the full benefits of the insulated feeder system.
Reference to Fig. 3 will show the results of grounding
the negative bus. The ground line which would nor-
mally be at the 19.4-volt line would now be moved to
the zero line, if the negative bus were grounded, ren-
dering the entire length of the line electrolytically dan-
gerous and increasing the maximum drop effecting elec-
trolysis from 10.1 to 26.9 volts.

Where the insulated feeder system exists, there is
often the temptation to solidly bond foreign conductors
carrying stray current to the negative bus. This is ex-
tremely bad practice, as it thus tends to ground the
negative bus,- giving rise to the destructive voltages
shown above. This condition can be avoided, where
bonding is found necessary, by inserting a suitable re-
sistance in the bond connection to the foreign con-
ductor.

Results and Conclusions

The Interborough Rapid Transit Company has used
the insulated feeder return system on its subway lines
in New York for the past ten years with marked suc-
cess. This success is due in part to the insulated feeder
system and in part to the relatively high insulation be-
tween track rails and ground. This insulation of track
rails renders unnecessary the keeping of the ends of
the negative feeders at the same potential to produce
satisfactory electrolytic conditions with respect to
parelleling foreign conductors.

The system of insulated negative feeders as used by
the Interborough on its subway system gives better
electrolytic conditions, and consumes less energy in
copper loss than a similar insulated system using the
same total length of cable, with only two negative tap-
ping points per substation, instead of four as in the
present system.

Equality in feeder loads in the four-tap-point scheme
has been sacrificed for the above-mentioned electro-
lytic advantages and economy in losses.

Rock Slide Delays Operation
Through Cut

Kansas City, Mo., spent five years and $400,000 dig-
ging a canyon 90 ft. wide and 40 ft. to 80 ft. deep
through three blocks of hills to furnish an outlet for
traffic from the new Union Station to the south residence
district. The Metropolitan Street Railway spent much
time and money building a double track through the
cut, over which certain cars were to be routed by the
station, and by which four blocks of travel by the street
cars would be saved in getting from the south part of
the city to the business district. The water and gas
mains had been laid, and the bids for the pavement had
been advertised. Cars were to start over the new
tracks, the date being fixed, tentatively.

The board of control made a final inspection, how-
ever, before ordering cars over the new route, through
the cut. P. J. Kealy and Robert P. Woods, the members
of the board, saw that the track work was all right, but
they decided against operating cars through the cut on
account of hanging walls of rock. Two days later a
heavy slide carried rock and debris over the tracks, and
knocked some of the rails out of alignment. The cars
will continue to use the former circuitous route, until
the city can force property owners to remove the excess
rock and earth from their property abutting Main
Street from Twenty-fourth to Twenty-seventh.

162

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 4

Snow-Fighting Apparatus*

In a Timely Paper the Author Describes the Methods
of Removing Snow from the Tracks and
Afterward of Disposing of It

BY H. BATES

Assistant Construction Engineer Connecticut Company

IT is becoming more and more important not only to
keep the snow from accumulating on the tracks, but
in the cities to remove it promptly from the street adja-
cent to the tracks for a distance at least equal to the
width of the average vehicle. While it seems that the
municipalities ought to take care of the prompt removal
of the snow from the sides of the street, experience
shows that it is not being done. Until more can be
accomplished in the line of co-operation with municipali-
ties the railways for their own protection will have to
clear the streets to a certain extent. When the railway
tracks offer the only pathway through a snow-covered
street, the speed of the cars will be measured by that
of the slowest wagon upon it, and a big part of the loss
from snow is traceable directly to reduced car movement.

The snow-fighting problem resolves itself into three
parts : First, to keep the snow off the tracks ; second,
disposal of the snow thereby thrown up on the side of
the street, and third, the opening up of lines on which,
for one reason or another, snow has accumulated so that
service has been temporarily suspended.

To Keep the Snow off the Tracks

All agree that the best way to fight snow is to have
sufficient suitable equipment and power so that the snow
is never able to collect upon the rails in any such degree
that it cannot be taken care of by the equipment. Some
railway men say there should be a plow or sweeper for
every 2 miles of track, some for every 5 miles, and so
on, but every railway man has to determine for his
own system just how often each section of track has
to be gone over and figure the necessary equipment,
taking into account the speed and other conditions.
Owing to the natural reluctance of railway companies
to invest to any large extent in equipment that is used
only a few times in the year, some companies have ex-
perimented along the line of temporarily providing
regular equipment with plows or scrapers. It seems as
though the most economical plan is to provide a certain
amount of regular snow-fighting equipment with the
addition of service cars, trolley express cars and the
like temporarily equipped with plows or scrapers, or
both. Along this latter line are various devices.

The main difficulty with a plow in paved streets seems
to be its inability to clean off the snow to the top of the
rail. I understand that some trouble was experienced
on our lines in the recent storm due to wet snow rolling
up under the shear and lifting it so that the centers
could not be kept down, and this resulted in interfer-
ence to the motors. Scrapers will accomplish this to a
certain extent, but the best results on paved streets, in
the opinion of a number of railways, is realized from
sweepers.

Snow on the Sides of the Street

As stated, this work in most municipalities falls to
the railway companies, therefore many companies are
emphasizing the importance of clearing the snow for
at least a distance outside of the rails equal to the aver-
age width of a vehicle at the same time that the tracks
are cleared. With the increases in traffic, the impair-

* Abstract of paper read at meeting of the Connecticut company
section, New Haven, Conn., Jan. 4, 1916. The author also showed
slides of different types of snow fighting apparatus and described
their construction and use.

ment of the service caused by vehicular traffic using
the tracks becomes a serious matter. One of the latest
developments in equipment for taking care of this
trouble is a sweeper used by the New York Railways
Company with a 16-ft. outboard rotary broom, which
clears a space 12 ft. wide alongside of the tracks. This
sweeper was described in the Electric Railway Jour-
nal for Feb. 13, 1915. It is stated that heretofore the
New York Railways have lost as much as $30,000 a day
during the first day or so of a heavy snow storm.

Some railways use wings and outboard scrapers for
clearing the snow on the sides, as in Montreal.

Snow Removal

In December, 1911, the American Electric Railway
Association collected information from the various com-
panies in regard to their practice in removing snow
from highways by means of mechanical devices other
than shovels, pungs or carts. The result showed at that
time only one road in the country had done anything in
the way of the mechanical handling of snow. This was
the Lewiston, Augusta & Waterville Railway in Maine,
and its device seems to be very similar to the Ridlon
snow remover. It is claimed by the manufacturers of
this remover that one man with a two-horse snow re-
mover will do more efficient work in one day than fifty
men with shovels and five two-horse dump carts. It is
operated by lowering the front end of the pan to load
and pulling out the bottom, which is a slide, to dump.

At the snow removal conference held in Philadelphia
on April 16-17, 1914, a committee was appointed
which presented conclusions at a meeting on Dec. 3,
1914, before the American Society of Mechanical Engi-
neers, recommending the use of sewer manholes for
dumps and suggesting the following:

"1. The plan of organization and the system to be
employed for snow removal should be worked out in
advance of the snow season.

"2. The work of removal should commence as soon as
the snow had covered the pavements and the indications
pointed to the continuance of the storm. This principle .
is successfully followed by street railways in the re-
moval of snow from their track space and by some cities.

"3. The carrying capacity of the sewer system should
be utilized as far as possible to get the snow away from
the streets.

"4. When practicable the work should be performed
directly by the municipality by day labor.

"5. Co-operation should be sought with the traction
companies and use made of adjustable plows and sweep-
ers to open roadways adjacent to * * * street rail-
way tracks at the time that the work of clearing the
tracks is being carried on.

"6. Effort should be made to obtain the co-operation
of the public and to instruct the householders in the
method of the removal of snow from private premises:

"7. The police force of the city should co-operate with
the street cleaning force and the services of patrolmen
as inspectors should be utilized as far as possible.

"8. A standing committee should be appointed to col-
lect data and report upon such methods or apparatus as
may be presented to it." [For further particulars see
Electric Railway Journal for Dec. 5, 1914, page
1248.]

The commissioner of street cleaning in New York
has stated that "to have every sewer in town available
for the disposal of snow as it falls and to secure a suffi-
cient number of men to keep snow moving into the sewer
as it falls appears to be the most feasible scheme for
the snow-removal proposition." Continuing to quote:
"The principal difficulty in snow fighting will be to
secure an adequate force of men ready and willing to

January 22, 1916]

begin work on the first appearance of snow and to start
actually removing the snow not less than one hour after
the first flake has fallen under conditions which indicate
that a continued storm may be expected."

There is the possibility of obviating this difficulty to
a certain extent by the development of mechanical de-
vices for loading, moving and dumping snow.

Clearing Blockaded Lines

We now come to the opening up of lines on which, for
one reason or another, snow has accumulated so that
service has been temporarily suspended.

This work usually means digging through hard,
packed snow, and sometimes ice underneath, which com-
pletely covers the tracks. At the present time the only
method which seems to be in general use is to get out
with picks and shovels, following with plows as the tracks
are dug out. Suggestions along the line of melting or
burning out the snow and ice over the rails electrically
or with high power blow-torches have been made, the
idea being that if the wheels can obtain tractive effort
some type of ice cutter might follow to level off the top
of the rails. Another suggestion is that a number of
heavy-toothed disks somewhat similar to a circular saw
be mounted on a shaft underneath the front sweeper,
the action being similar to that of the sweeper broom.
In this way the ice might be cut out, but it seems ques-
tionable whether the rails could be sufficiently cleaned.
Nothing seems to have been very fully developed along
this line, although study in this direction is well worth
while if the present very slow method of hand digging
could be supplanted by a quicker method.

Of course time spent on study in this line may be
somewhat of an admission that a railway is not able to
keep the lines open. If the first part of this snow-
fighting problem can be properly taken care of, that of
keeping snow off the tracks, the cause of the existence
of the third part of the problem, the unopened track, is
eliminated and the effect does not have to be treated.
For this reason, I think we all agree very properly, effort
has been concentrated in developing methods to keep
snow from accumulating rather than dealing with con-
ditions as they exist on an unopened line.

The use of salt helps materially in keeping ice from
forming and snow from hardening on the rails. Some
railways use salt cars, which are placed in operation
when a storm starts and all the tracks freely salted. In
some States there are ordinances prohibiting the gen-
eral use of salt, but in such cases special permission can
often be obtained for its use at special places.

Conclusions

The main purpose of this paper is to present what
data on this snow-fighting problem I could collect in the
short time available, with the idea of bringing out a
discussion which would be beneficial to all. While the
last storm was ably handled, any suggestion which will
reduce further the large expenditures and losses contin-
gent on snow storms is valuable. The cost to our own
company for handling the storms on Dec. 13 and 18
was $50,700. This is made up as follows :

Keeping tracks open and maintaining service $25,800

Extraordinary repairs to equipment 1,600

Removal of snow 9,600

Loss in revenue 13,700

Snow-fighting preparations and equipment must be
made and bought for much the same reason that a com-
pany insures against fire. It is equally necessary to
spend time and money to insure against losses from
snow storms. Although I have spoken mostly in this
paper of the tangible losses, there is always that in-
tangible, inestimable value of favorable public opinion
to be protected.

163

The great question before this country to-day is that
of preparedness — preparedness, as I take it, in order to
insure this country to the extent that as long as some
one else has a weapon of attack he will not dare to at-
tack us. It is preparedness that is essential in success-
ful snow-fighting, with this difference — that we are
reasonably sure of being attacked, and this brings out
the other essential, that of the ability to get the jump
on nature's storm king.

Bridge Failure in Spokane

Wreck Not Due to Unusual Strain on Bridge — Board
of Engineers Reports on Causes of Failure

FURTHER details are now available regarding the
recent failure of the Division Street Bridge across
the Spokane River in Spokane, Wash., as reported in
a recent issue. The accident, which resulted in the
death of five passengers in one of the two cars of the
Washington Water Power Company that were on the
bridge at the moment of failure, has been investigated
by a board of four engineers who were called upon to
examine the wreck before it was disturbed by the opera-
tions of cleaning up the debris and before any consider-
able rusting had taken place. The unanimous conclusion

SPOKANE BRIDGE FAILURE — VIEW SHOWING CAR CAUGHT ON
EDGE OF BRIDGE AND SEATS OF SUBMERGED CAR IN
WHICH FATALITIES OCCURRED

of this board was that the failure was due to the simul-
taneous breaking of the bottom-chord eye-bars of the
truss because of granulation. No excessive load was
on the bridge at the time when it collapsed, and it was
considered unlikely that there had ever been put upon
the bridge a total load, including pavement, pipes, street
cars and other traffic, in excess of that for which the
structure was designed. Breaks in the steel work which
were caused by the falling of the bridge, and which were
plainly not responsible for the failure, showed silky
fractures, indicating first-class material. Inspection of
the bridge prior to the accident would not have dis-
closed any defects.

Subsequent to the accident the designer of the bridge,
H. L. Cooper, consulting engineer of New York City,
stated that the structure had been fabricated at the
shops of the Edgemoore Bridge Company in 1892, and
he considered that this firm was a leader in high-class
constructions of the type in question. His calculations
showed that when the bars broke and precipitated the

ELECTRIC RAILWAY JOURNAL

164

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 4

structure into the river, they were carrying about 7800
lb. per square inch or one-seventh of the load that
would normally be necessary to break them. The
bridge, however, had been damaged in a flood in 1894.
At this time, according to his recollection, a railroad
bridge which had been washed out came down the
stream and struck the specific bars which broke in the
accident under consideration. As a result of this blow
the bars were abnormally distorted or broken entirely
and they had since been rewelded. He considered that
if the bars had been taken out and straightened locally
at that time their usefulness must have been reduced
because this particular class of high-grade steel re-
quired annealing after local heating and there were no
annealing furnaces in the West with the necessary ca-
pacity. The fact that at the time of the failure the
up-stream bar of the fractured pair of eye-bars showed
the mark of a heavy blow on the up-stream side in the
immediate vicinity of the fracture was a circumstance
confirming this conclusion.

Auto-Bus Line in Seattle

Equipment of Subsidiary of the Puget Sound Traction,
Light & Power Company, with
Rates Charged

THE Bothell-Seattle service of the Washington Auto
Bus Company, a subsidiary of the Puget Sound Trac-
tion, Light & Power Company, was inaugurated on Nov.
15, 1915. The cars used have a "street car" body, built
by The J. G. Brill Company, mounted on an Interna-
tional Motor Company's 2-ton "Mack" truck chassis.
The seating capacity is twenty passengers, with six

SEATTLE-BOTHELL BUS

non-reversing cross-seats, two longitudinal seats of two
passengers each, and one four-passenger seat extending
the width of the body in the rear. Three hand straps
are provided opposite each longitudinal seat. There
are five windows on each side, the top being stationary
and the bottom being arranged to raise, and there is
a rain vision wind shield in front of driver. All win-
dows have Pantasote curtains.

For lighting the cars, four dome lights, aggregating
60 cp., are fed from an 80-amp.-hr. storage battery,
which is charged from a 20-amp. Appleco generator.
The cars are heated by the exhaust from the motor, a
valve being provided for turning heat on or off as de-
sired. The front wheels are equipped with 39-in. x 6-in.
non-skid pneumatic tires, the rear wheels with 36-in.
x 5-in. dual blocks. The governors are set so that the
cars can be operated at a maximum speed of 25 m.p.h.

The present service calls for eight round trips every
day except Saturday, when nine trips are run. The dis-
tance from Bothell to Seattle is 16 miles, and one hour
is taken for the trip. The schedule is operated with

two cars, one being held in reserve, and totals approxi-
mately 256 miles per day, except Saturday, when it is
288 miles. Transfers are issued to and accepted from
the cars in Seattle of the Puget Sound Traction, Light
& Power Company.

The following rates are in force:

Schedule op Rates from Seattle

To Miles One Way Round Trip Ten Rides

Bothell 16.0 $0.45 $0.75 $3 00

Kenmore 13.0 .35 .50 2.00

Lake Forest 11.9 .30 .40 1.75

Briar Crest 10.8 .25 .35 1.50

Lake City 9.0 .20 .30 1.40

Chelsea 8.5 .20 .30 1.40

O'Brien's 8.1 .15 .30 1.25

Morningside 7.1 .15 .25 1.25

Bay State Substations

Cost of Substation Construction and Equipment Sub-
mitted as Evidence to Public Service Commission
in Bay State Fare Hearing

A DETAILED analysis of the cost of five substations
of the Bay State Street Railway, Boston, Mass.,
located on the lines south of Boston, is a feature of the
recent inventory of the property filed with the Massa-
chusetts Public Service Commission in connection with
the pending fare case. The inventory was made by
Sloan, Huddle, Feustel & Freeman, Madison, Wis. The
investment cost new of the substations was $411,727,
including land, buildings and equipment complete, and
the total capacity in rotary converters was 6990 kw.,
making the average cost $58.90 per kilowatt. The cost
data prepared are based on the company's construction
and purchase records, and include stated allowances for
fixed charges as indicated. In the following tables are
printed the detailed equipment costs of these plants,
with particulars of building cost in three cases.

The substations are located at Bridgewater, 900 kw. ;
Brockton, 3750 kw. ; Fall River, 3000 kw. ; Rockland, 900
kw., and Taunton, 1700 kw. Including overhead charges
their total cost includes, land, $30,123; buildings, $82,-
650 ; equipment, $298,954, or, reduced to unit cost, land,
$2.92 per kilowatt; buildings, $2.25 per kilowatt, and
equipment, $29.20 per kilowatt. Exclusive of land the
substation total cost is $383,768, or $37.45 per kilowatt.
All these plants receive energy at about 13,000 volts, 25
cycles, and deliver direct current at the usual trolley
pressures of 550 volts to 600 volts. They were built
about ten years ago, and the investment cost new is the
total outlay the company had made on Nov. 1, 1914, in
the construction of this portion of its system. The fixed
charges listed are those incurred during construction,
and the figures show, as nearly as may be, the actual
investment the company has made in the five substations
tabulated.

COST OF SUBSTATION BUILDINGS
Bkidge water (900 Kw.), 35 Ft. 2 In. x 60 Ft. 6 In.

Item and Quantity Unit Price Total

Excavation, 476 cu. yd $0.50 $238

Concrete foundations, 170 cu. yd 14.00 2,380

Concrete — 3-in. floors — plain, 1200 sq. ft 16 192

Concrete — 6-in. reinforced floor, 417 sq. ft 50 208

Concrete — 3-in. reinforced floor, 349 sq. ft 25 • 87

Concrete — 4-in. reinforced floor, 119 sq. ft 35 42

Concrete — 10-in. reinforced floor, 984 sq. ft 60 590

Concrete steps, 12 cu. ft 35 4

Brick — walls, 74,000 24.00 1,776

Brick — coping and pilasters, 9000 26.00 234

Cut stone, 193 cu. ft 2.50 482

Steel and iron — structural steel, 13,531 lb 04 541

Steel and iron — wrought-iron railing 20

Steel and iron— miscellaneous 260

Timber — roof sheathing, 7200 bd. ft 41.00 295

Timber — miscellaneous 5

Roofing — slate, 2860 sq. ft 10 286

Millwork — doors, 214 sq. ft 101

Millwork — windows, 473 sq. ft 228

Screens, 232 sq. ft 15 35

Sheet metal work 517

Electric lighting 393

Heating 18

Plumbing 175

January 22, 1916]

ELECTRIC RAILWAY JOURNAL

165

Item and Quantity Unit Price Total

Painting — oil, DS3 sq. yd $0.18 $10n

Painting — cold water, 402 sq. yd 12 48

Fence 01

$9,317

Engineering, interest, insurance and contingencies, 11

per cent 1,025

Taxes, organization, 3.5 per cent 326

Total building cost $10,66$

Total building cost per kilowatt $11.83

Building, brick and concrete, walls being brick and floors plain

and reiniorced concrete. Roof supported by steel trusses and

covered with slate. Present condition good.

Brockton (3750 Kw.), 34 Ft. 8 In. x 78 Ft. 10 In.

Item and Quantity Unit Price Total

Excavation, 599 cu. yd $0.60 $359

Trenching, 91 cu. yd 75 68

Concrete — plain footings, 154 cu. yd 14.00 2,156

Concrete floor, 6 in., 2733 sq. ft 18 492

Concrete curbing, 72 cu. ft 30 22

Concrete — 3-in. walk, 90 sq. ft 16 14

Concrete — 4-in. reinforced floor, 209 sq. ft 40 84

Concrete — 6-in. reinforced floor, 301 sq. ft 50 150

Brick — walls, 109,000 24.00 2,616

Brick — pilasters, 53,000 26.00 1,378

Cut stone, 510 cu. ft 3.00 1,530

Timber 291

Millwork — doors, 381 sq. ft 173

Millwork — windows, 1263 sq. ft 622

Millwork — screens, 360 sq. ft 54

Cast iron, 5113 lb 04 205

Railings, etc 144

Steel, 37,617 lb 05 1,891

Slate, 153 sq. ft 90 138

Roofing — tar and gravel, 2607 cu. ft 07 182

Sheet metal 308

Grating, 266 sq. ft 35 93

Ventilators 20

Electric lighting 386

Keating 95

Plumbing 175

Painting — oiling, brick 150

Painting — cold water, 1362 sq. yd 12 163

Painting — oil, 498 sq. yd 18 90

$14,039

Engineering, interest, insurance and contingencies, 11

per cent : 1,544

Taxes, organization, 3.5 per cent 492

Total building cost $16,075

Total building cost per kilowatt $4.29

Building has brick walls, floors plain and reinforced concrete ;

roof supported by steel trusses, covered with tar and gravel.

Plant in good condition.

Taunton (1700 Kw.), 45 Ft. x 8S Ft.

Item and Quantity Unit Price Total

Excavation, 851 cu. yd $0.50 $426

Concrete — foundations, 295 cu. yd 10.00 2,950

Concrete — 6-in., reinforced floors, 3104 sq. ft 50 1,552

Concrete — 4-in., plain floors, 2291 sq. ft 18 412

Concrete — miscellaneous 38

Brick — walls, 147,000 21.00 3,087

Brick — pilasters, 8400 23.00 193

Cut stone, 317 cu. ft 2.00 634

Steel — structural. 23,343 lb 04 934

Steel and iron — miscellaneous 439

Timber — roof sheathing, 14,000 bd. ft 42.00 588

Timber — miscellaneous 38

Roofing — slate, 4542 sq. ft 10 454

Millwork — doors, 303 sq. ft 143

Millwork — windows, 9 62 sq. ft 470

Screens, 405 sq. ft 15 61

Sheet metal 587

Ventilator 74

Electric lighting , 513

Heating • 54

Plumbing 200

Painting — oil, 929 sq. yd 18 167

Painting — cold water, 1101 sq. yd 12 132

Fencing 80

Manhole 38

Gravel roadway 538

Slate 122

$14,924

Engineering, interest, insurance and contingencies, 1 1

per cent 1,642

Taxes and organization, 3.5 per cent 522

Total building cost $17, OSS

Total building cost per kilowatt $10.00

Building, brick and concrete, with brick walls and concrete
floors, all in good condition.

Fall River substation, irregular building, converted power
house, about 86 ft. x 146 ft., approximately 12,000 sq. ft.

Rockland substation building, 31 ft. x 60 ft., brick, concrete and
steel.

COST OF EQUIPMENT
Bridgewater (900 Kw. )

items Quantity

300-kw. GE rotary converters 3

330-kw. GE three-phase, air-cooled trans-
formers 3

40-in. motor-driven Buffalo blowers 2

GE motor-driven air compressor and

equipment 1

12.500-volt GE electrolytic lightning ar-
resters 4

Unit
Price
$4,570

2,51 2
'l65

375

300

Total
$13,710

,536
330

375
1,200

Unit

Items Quantity Price

Swu^iiuoards and wiring

Miscellaneous equipment and tools

. Total

Engineering, insurance, contingencies, interest, 10.5 per

cent

Taxes and organization, 3.5 per cent

Grand total

Grand total equipment per kilowatt

Brockton (3750 Kw.)

Unit

Items Quantity Price

7;j0-kw. GE rotary converters 3 $10,085

1500-kw. GE rotary converter 1 10,578

825-kw. GE three-phase air-cooled trans-
formers 3 3,872

1575-kva. GE three-phase air-cooled trans-
formers 1 4,393

12,500-volt GE electrolytic lightning ar-
resters 1 358

70-in. Buffalo motor-driven blowers 2 375

GE motor-driven air compressor and equip-
ment 1 375

Switchboards and wiring ....

Miscellaneous equipment and tools ....

10- ton, hand-operated traveling crane.... 1 1,350

Total

Engineering, interest, insurance and contingencies, 10.5

per cent

Taxes and organization, 3.5 per cent

Grand total

Equipment per kilowatt

Fall River (3000 Kw.)

Unit

Items Quantity Price

750-kw. GE rotary converters 4 $10,085

foundations for above ....

825-kw. GE three-phase, air-cooled trans-
formers 4 3,872

Foundations for above ....

12,500-volt GE electrolytic lightning ar-
resters 1 325

70-in. Buffalo motor-driven blowers 2 365

GE motor-driven air-compressor and

equipment 1 375

011- testing equipment and filter 1 970

Switchboards and wiring ....

Miscellaneous equipment and tools

Total

Overhead charges during construction, as above, 14

per cent

Grand total

Equipment per kilowatt

Rockland (900 Kw.)

Items Quantity

300-kw. GE rotary converters 3

330-kw. GE three-phase, air-cooled trans-
formers 4

40-in. Buffalo motor-driven blowers 2

GE motor-driven air compressor and

equipment 1

12,500-volt GE electrolytic lightning ar-
resters 2

Switchboards and wiring

Miscellaneous equipment and tools

Unit
Price
$4,570

2,512
165

375

301

Total ....

Overhead char*

es during construction, 14 per cent.

Grand total

Equipment per kilowatt.

Taunton (1700 Kw.)

Unit

Items Quantity Price

500-kw. GE rotary converters 3 $7,017

200-kw. GE multipolar booster generator.. 1 3,788
300-kw. GE four-pole d.c. belted motor

for booster 1 4,775

550-kw. GE three-phase air-cooled trans-
formers 3 3,062

55-in. Buffalo motor-driven blowers 2 245

12,500-volt GE electrolytic lightning ar-
resters 4 295

GE motor-driven air-compressor and

equipment 1 375

Switchboards and wiring

Miscellaneous equipment and tools ....

Total

Overhead charges during construction, 14 per cent

Grand total

Equipment per kilowatt

Total
$7,647
195

$30,993

3,254
1,085

$35,332
$39.20

Total

$30,255
10,578

11,616

4,393

358
750

375
16,292
93
1,350

$76,060

7,986
2,662

$86,708
$23.20

Total
$40,340
1,210

15,488
110

325
730

375
970
11,440
334

$71,322

9,985
$81,307
$27.10

Total
$13,710

10,048
330

375

602
6,380
106

$31,551
4,417

$35,968
$39.96

Total
$21,051
3,788

4,775

9,186
490

1,180

375
11,287
183

$52,315
7,324

$59,639
$35.00

Summary of Substation Costs

Kilowatt Total,

Ca- Equip- Excluding Grand

Substation pacity Land Building ment Land Total

Bridgewater ... 900 $1,296 $10,668 $35,332 $46,000 $47,296

Brockton 3,750 2,488 16,075 86,708 102,783 105,271

Fall River 3,000 20,507 28,200 81,307 109,507 130,014

Rockland 900 1,188 12,783 35,968 48,751 49,939

Taunton 1,700 4,644 17,088 59,639 76,727 81,371

Total 10,250 $30,123 $84,814 $298,954 $3S3.76S $413. S91

Average per kilowatt. $2.92 $8.25 $29.20 $37.45 $40.37

166

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 4

American Wood Preservers' Association

Papers Presented Before the Annual Convention Discuss Specifications for Wood-Block Paving,
the Foreign Creosote Situation, Use of Zinc Chloride, Timber for Cross-Ties,
Butt Treatment of Poles and Wood-Block Flooring

THE twelfth annual convention of the American Wood
Preservers' Association was held in Chicago on Jan.
18-20. A number of the papers and reports were of special
interest to electric railways, and several of these are
abstracted in the following paragraphs.

Report of Committee on Wood-Block Paving

The committee on wood-block paving presented a re-
port containing specifications covering the manner in
which timber should be selected and treated for this
purpose, as well as the method of laying the blocks in
the street, the specifications applying particularly to
Southern yellow pine, although the committee con-
sidered the treatment safe for Norway pine, hemlock,
black gum and tamarack. The recommendations pro-
vided for blocks cut from sound timber with at least six
annular rings to the inch, beginning 1 in. from the
center of the heart of the block. Not less than 50 per
cent of heartwood was required, and green timber was
preferred for treatment, though seasoned timber was
not excluded. Blocks from 5 in. to 10 in. long were
deemed acceptable, although a length equal to twice the
depth was preferred. The report recommended 4-in.
block for heavy traffic streets, 3^-in. block for lighter
traffic streets and 3-in. block on residential streets where
the traffic is light. Blocks 3 in. in depth should be 8 in.
long and from 3 in. to 4 in. wide. The width and depth
should be different to prevent the blocks from being
laid on their sides.

The committee also recommended that blocks be laid
in the street as soon as possible after treatment. If
this could not be done, provision should be made to pre-
vent the blocks from drying out by packing them in
close covered piles. The blocks should be sprinkled with
water at intervals to keep them moist, and they should
be well sprinkled about two days before being laid,
making the wood sufficiently wet to swell to its maxi-
mum size. The report recommended concrete founda-
tions preferably 6 in. thick, although on light traffic
streets 5 in. was deemed sufficient. A mortar cushion
not less than Vi in. nor more than 1 in. in thickness
composed of one part Portland cement and four parts
of sand, was also specified, to which only sufficient water
should be added to insure a proper setting of the cement.
The committee recommended that the mortar be spread
immediately in advance of the laying of the blocks, and
that the concrete foundation be cleaned and thoroughly
wet down before placing the mortar bed. Under special
conditions, especially where vibration was to be ex-
pected, it was recommended that the mortar cushion be
omitted and a bituminous coating one or two coats in
thickness be spread upon a smoothly finished and thor-
oughly dry concrete base. A bituminous filler and longi-
tudinal expansion joints % in. wide should be installed
on 30-ft. streets. The report also recommended rolling
the pavement longitudinally and diagonally with a 5-ton
steam roller, and when a mortar bed is used the rolling
should be completed before the mortar has set.

The Foreign Creosote Oil Situation

A paper on the foreign situation in regard to the sup-
ply of creosote oil was read by G. A. Lembcke. In this
the author stated that, during the months immediately

following the outbreak of the European war, it looked
as though all shipments of creosote oil from Europe
would cease, but that conditions had since so adjusted
themselves that Great Britain, during the year 1915,
had shipped to this country between 30,000,000 gal. and
35,000,000 gal. This compared with importations of
foreign creosote oil during 1912 of approximately 60,-
000,000 gal., in 1913 55,000,000 gal., and in 1914 43,000,-
000 gal. Of the creosote received during the year 1915,
none had come from Germany or Belgium, which in a
large measure accounted for the decrease in the im-
portation of this product. On the other hand, the gen-
eral business depression and the uncertain supply of
creosote caused a number of large railroad systems to
abstain for a time from the use of creosote oil. This
condition in a measure made the reduced supply received
from foreign sources, together with the creosote pro-
duced by manufacturers in this country, sufficient to
supply the demand.

Although there was a decrease in the total production
of creosote oil, the increased demand for coal-tar products
in the United Kingdom increased its supply of oil suf-
ficiently to meet the requirements of the United States.
The author also stated that the stocks of creosote oil
in Germany were entirely exhausted, and that the ex-
portation of creosote oil after the war must of necessity
at first be slow and reduced in volume. On the other
hand, he said, at the close of the war all of the coun-
tries engaged will have an enormous amount of re-
newal work to do and European consumption of creosote
oil will greatly increase. Under these conditions, even
though the war should end in 1916, the author deemed
it reasonable to suppose that no decided change in price
would take place.

Use of Zinc Chloride

In a paper discussing the unit quantity of zinc
chloride that should be used and the method of deter-
mining the true strength of the solution, by W. F.
Goltra, it was stated that there was a divergence of
opinion among users of the material, regarding the
strength of the solution and the quantity of dry salt
that should be injected per tie, or per cubic foot of
timber to protect the wood thoroughly from decay. The
author said that it had been almost the universal custom
in this country to specify a certain quantity of dry
salt per tie or per cubic foot of timber, without taking
into consideration the variable absorbing characteristics
of individual pieces of timber in the same charge or
different species of wood under treatment. Many ex-
periments have been made to find some way of secur-
ing uniform absorption, but none have attained the
desired end. Instead of specifying so many ounces or
pounds of dry salt per tie or per cubic foot of timber,
it would be more rational to base the strength of the
solution on degrees Beaume at a stated temperature.
In support of his recommendation the author cited the
practice of European railways in which the strength of
the solution and the quantity of salt per cubic foot
were both specified, and in conclusion he offered the
following specification: "The zinc solution must have
a strength of 3.50 deg. Beaume at a temperature of 70
deg. Fahr. The same strength should be used for all

January 22, 1916]

ELECTRIC RAILWAY JOURNAL

167

species of wood and for all sizes of ties, and shall be in-
jected into the wood to refusal."

Rating Woods for Ties

In a paper discussing woods suitable for cross-ties
R. Van Metre stated that in considering the value of
any species, aside from natural durability and capacity
for treatment, there are three points of importance:
(1) That it be sufficiently strong to withstand the ordi-
nary strains due to center binding, etc.; (2) that it be
sufficiently dense to resist spike pulling and lateral
pressure on spikes, and (3) that it be sufficiently hard
to have a proper resistance to rail wear.

It is desirable that some classification of the mechan-
ical suitability of the different species as ties be estab-
lished from a comparison of their mechanical properties.
The Forest Products Laboratory has been working on
this, and has suggested the practicability of basing a
classification upon a composite figure involving the fol-
lowing mechanical properties : Static bending, impact
bending, compression parallel to grain, compression per-
pendicular to grain, and hardness.

This would result in the accompanying classification
of some well-known species. The figures given are for
average forest-grown material, and individual pieces of
any of the species may vary as much as 30 per cent
above or below the average.

Timbers Arranged in Order of Their Mechanical Value as Ties

Average
Composite

Species Value

Black locust 1,666

Sugar maple 1,140

White oak 1,050

Red oak 972

Beech 955

Longleaf pine 914

Red gum 825

Shortleaf pine 800

Western larch 790

Tamarack 740

Eastern hemlock 700

White fir 610

Lodgepole pine 590

Western yellow pine 560

Northern white cedar 420

The author also urged that more consideration be
given to the matter of seasoning, which, he said, would
make so-called soft woods serviceable and conserve the
supply of red oak.

Butt Treatment for Poles

Butt treatment under pressure of only those parts of
poles and piles especially subject to rapid decay was pro-
posed in another paper by Frank W. Cherrington as a
suitable and economical substitute for the treatment of
the entire piece. While the author holds that the cre-
osoting of poles and piles in their entirety is an econom-
ical investment, he believes that a butt treatment with
pressure by means of a vertical cylinder would be
effective, whereas dipping or painting are only make-
shifts. Until recently engineers have considered it im-
practical as well as impossible to treat, by the injection
of creosote oil under pressure, the butt only of piling
or telephone poles. The author, however, understands
that there is now in process of development at least one
practical means of accomplishing this long-sought end,
by providing a vertical cylinder for injecting by any
standard process, any required amount of preservative
into the butts only of piling or poles, while the upper
parts of the timbers are merely surrounded by the com-
pressing medium, or air.

Favorable Reports on Wood Block Floors

Although it is only a few years that creosoted wood
blocks have been used for the flooring of factories, ware-
houses and other buildings, they have already proved
their worth, according to a paper by C. H. Teesdale of

the United States Forest Products Laboratory, who
summed up the answers to questions submitted to a
large number of users of wood-block flooring, as well as
to the manufacturers of the creosoted blocks. The re-
sults of this investigation indicate that treated wood
block makes a desirable type of flooring for many pur-
poses, the records of 160 floors indicating that serious
trouble has developed in a very low percentage of cases.

Most of the trouble has come from shrinkage or ex-
pansion of the blocks. For dry situations the blocks
should be well seasoned before treatment and laid in
the floor while thoroughly dry. In wet or alternately
wet and dry situations dry blocks would give expansion
trouble, hence the timber should be green or only semi-
air-dried when laid. Even dry interiors are liable to be
accidentally subjected to water, however; hence it would
seem desirable as a rule to use bituminous fillers instead
of sand filler.

In a few cases it seems likely that wood block should
not be used. For example, it should not be used where
butter or tobacco products are stored. In some
foundries, where hot castings are thrown upon the floor,
the blocks have burned through to the foundation. How-
ever, wood block has been found to be very satisfactory
in many cases where heavy castings are thrown about or
where heavy trucks are moved, and it is liked by work-
men because it is warm and easy on their feet.

Service Tests of Cross-Ties

There was presented also a report which consisted of
a compilation and tabulation of all the data which could
be secured on the service tests of ties on both steam and
electric roads. In connection with the latter, the fol-
lowing information was given on untreated ties:

1. Untreated Ties in Interurban Lines. The follow-
ing estimates were secured from officials of six com-
panies operating in the Middle West:

Cedar Untreated No tie plates 7- 8 years Michigan

9-10 years Michigan
Cedar Untreated With tie plates 12-15 years Michigan

15-16 years Michigan
Cedar Untreated No tie plates 11-12 years Illinois

White oak Untreated No tie plates 7- 8 years Michigan

10-12 years Michigan
White oak Untr'eated No tie plates 6- 7 years Indiana

2. Untreated Ties in Unpaved and Macadam Streets.
Officials of several companies operating in the Middle
West supplied the following estimates :

Cedar Untreated 11-12 years Illinois

White oak Untreated 8-10 years Illinois

Oak and beech. Reported as badly decayed and removed after
two years from track laid on gravel ballast in Illinois.

3. Untreated Ties in Paved Streets. A third and im-
portant condition under which ties are used, is in tracks
in paved streets. The situation is complicated not only
by lack of authentic data, but by the variety of types of
construction in use. Some light is thrown on the service
secured from untreated ties in these types of track by
the following tabulation of opinions expressed by
officials of a number of companies operating in the Mid-
dle West:

Life Un-
Treated

Locality Species Years Remarks

Michigan White oak 12-15 Life of tie equal to life of rail
Michigan White oak 20 Life of tie equal to life of rail

Michigan White oak 10

Illinois White oak 20-25 Equal to life of rail, provided tie

is not disturbed

Indiana White oak 20 Life of tie equal to life of rail

f Hemlock

Illinois -[ Tamarack 15-20 Life of rail

[ Cedar

All the tramway men of the London County Council
Tramways, of military age, have been ordered to sub-
mit themselves for medical examination, and if unfit for
military service to get a certificate to that effect.

168

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 4

Electrification of Transportation Lines*

The Author Discusses the Relative Advantages of the
Three Systems Used in this Country

BY N. W. STORER

General Engineer Westinghouse Electric
& Manufacturing Company

ONE of the things that has been both an advantage
and a disadvantage in the electrification of steam
railways has been the fact that there have been several
systems, each with many variations and all rivals for
the great work of displacing the steam locomotive. This
has been an advantage because the competition between
the different systems has served to stimulate the advo-
cates of each system to a maximum effort. The dis-
advantage has arisen because no system has had at any
time sufficient superiority over the others to win a
decisive battle. Consequently, the railways which hope
to adopt the best system have felt inclined to delay elec-
trification until the question of superiority can be de-
cided. At the present time there is much less talk, and
both sides are now endeavoring to show by results rather
than by words which one is the best.

Of the three systems the straight three-phase type
should be mentioned,' although it has been adopted only
in one small installation in this country, because it is
used quite extensively in Italy and is standard on the
Italian State railways. There the locomotives usually
have two constant speeds, secured either by double wind-
ings on the motors or by connecting the motors first in
cascade and second in parallel. They operate with 3000
volts on the trolley wire and apply this voltage directly
to the motors so that no transformers are necessary,
making the machine comparatively simple and of a
minimum weight and maximum efficiency. The chief
reason that has prevented the use of the three-phase lo-
comotive in this country lies in the double overhead
trolley wire. American railway men are hard enough
to convince of the advantages of electrification where
only one overhead wire is used, and they will not con-
sider the double trolley at all on account of the com-
plicated construction in yards and cross-overs. In this
country, also, it would be impossible to gain the advan-
tage of simplicity possessed by Italian locomotives be-
cause the service in America is so much heavier that
higher contact-line voltages must be used. Consequent-
ly, it would be necessary to have transformers on the
locomotives.

With regard to the direct-current system, it may be
said that the range of voltage between 3000 and 5000
puts this system in the heavy trunk-line class. With
these high voltages the transmission loss is low and the
substations can be placed from 25 miles to 50 miles apart,
but although it is undoubtedly possible to operate heavy
trains at a voltage of 3000, it would be much preferable
to have a higher voltage if this can be secured with
safety. That this is practicable is indicated by the
operation of the 5000-volt equipment on the Grass Lake
line of the Michigan United Traction Company, which
shows that this voltage may be used for both multiple-
unit cars and locomotives, as the equipment on this line
has operated for 14,000 miles since its installation with-
out a breakdown in the insulation or any other troubles
due to high voltage. However, it is to be hoped that a
standard may be arrived at in the near future so as to
avoid the large number of milestones which mark the
progress of the direct-current system in its application
to heavy railway work.

The advantage of the direct-current system lies
largely in the characteristics of the series motor which
is universally used. Mechanically, it is simple, rugged

•Abstract of a paper presented on Jan. 3 before the Pan-Ameri-
can Congress, Washington, D. C.

and comparatively inexpensive. Electrically, it has
speed and tractive effort characteristics that are espe-
cially well suited to the work of rapidly accelerating
heavy trains with minimum power consumption, as well
as of operating them at full speed afterwards. The
steep speed characteristics give an automatic division of
load among all the motors in a train, even with maxi-
mum variations in wheel diameters. The efficiency of
the motor is high, and its reliability and foolproof char-
acteristics make it the most popular of all types of rail-
way motors.

With regard to the single-phase system, it may be
said that the advantages center in the high voltage
which can be used on the trolley while at the same time
ordinary voltages are impressed on the motor and con-
trol equipment in the car or locomotive. The high
voltage alternating current reduces the cost of the over-
head conductor and feeder system to a minimum and
enables the railway to use substations without attend-
ants. It has also the advantage of permitting the use
of locomotives which have either series characteristics
or else induction motor characteristics such as have
been installed recently on the Norfolk & Western
Railway.

Recent Pamphlets on Electrolysis

National Bureau of Standards Has Just Issued Two
Important Pamphlets on Electrolysis
Mitigation

WITHIN the past few weeks two important pam-
phlets have been issued by the United States Bu-
reau of Standards as follows : Technologic Paper No. 26,
on "Earth Resistance and Its Relation to Electrolysis
of Underground Structures," and Technologic Paper
No. 52, on "Electrolysis and Its Mitigation."

Paper No. 26, which is by Burton McCollum and
K. H. Logan, takes up methods of measuring soil re-
sistance, factors affecting specific resistance of soils
and the relation of soil resistance to electrolysis. In-
cluded are tables of specific resistance of many soils in
Philadelphia, Pittsburgh, St. Louis, Washington and
elsewhere. A few notes on the application of the prin-
ciples to electric railways are given, particularly em-
phasizing the importance of good rail bonding and of
well-drained roadbed.

Paper No. 52 was written by E. B. Rosa and Mr.
McCollum and it is a most important general treatise
on the subject, comprising 143 pages. After a gen-
eral survey of the subject it takes up three main topics:
(1) Methods of mitigation applicable to pipes; (2)
methods of mitigation applicable to the railway nega-
tive return, and (3) regulations regarding electrolysis
mitigation. The methods discussed under the first head
include those for keeping the current away from the
pipes, those for increasing the resistance of the pipe
path, and those for draining current from the pipes.
The conclusion reached was that none of the methods
tried is suitable as a primary means of preventing elec-
trolysis troubles, but all are to be considered as auxil-
iary or emergency measures.

For the general mitigation of electrolysis thorough
bonding and cross-bonding of track and drainage of
roadbed are recommended. Where track is on private
right-of-way rails and ties should be kept, as far as
possible, out of direct contact with earth. The three-
wire system, viewed solely from the standpoint of elec-
trolysis mitigation, promises well, but sufficient operat-
ing data are not yet available to show its practicabilty.
The most effective methods of mitigation, according to
the paper, involve the use of insulated return feeders
with or without boosters. In many cases a limited use

January 22, 1916]

ELECTRIC RAILWAY JOURNAL

169

of insulated joints or pipe drainage may be found
advisable.

The authors include the essentials which they think
should form the basis of regulations dealing with this
subject. These regulations should apply not only to the
railway system, but should also define the responsibili-
ties of the owners of underground utilities. They state
that under most conditions over-all voltage in railway
tracks should be limited to 2 to 4 volts and potential
gradients to 0.3 to 0.4 volt per 1000 ft., these being
average all-day values. Potential drops on pipe systems
should be, roughly, half of these figures.

Copies of the above pamphlets can be secured from the
Superintendent of Documents, Government Printing
Office, Washington, D. C, at 15 cents for No. 26 and
30 cents for No. 52.

The Near-Side Stop

Its Advantages as a Time Saver Are Analyzed, and
Examples Are Given from Kansas City
Practice

BY W. C. HARRINGTON

Assistant General Superintendent Metropolitan Street Railway

WHEN a comparison is made between the value of
the near-side and the far-side stop, the thinking
individual will be forced to favor the near-side stop.
There are a hundred reasons for so deciding, but the
most important is made up of the two principal factors
in operation — time and safety.

Where the service stop is made at the far side the
motorman has to determine when arriving at the near
side the possibilities of making the crossing, and every
delay encountered there is a total loss of time from an
operating standpoint. If he makes only a safety stop
at the near side there will nearly always be an ample
number of would-be patrons to board the car to hold it
from a few seconds to a minute. Again, he cannot al-
ways get a clearance for the crossing the instant he
arrives even when there is no one on hand to board the
car and this time must also be taken into account as a
delay to the service. Those who argue in favor of the
far-side stop say that it is not always necessary for the
car to stop before making a crossing, but the times
when such a stop is unnecessary are few compared with
those when it is required.

The average service stop of a city line car is from fif-
teen seconds to one minute. Some of the safety stops
are about one second only in duration when no one
boards the car, and the longest stops are over a minute
in most places. In Kansas City I believe the average
stop will total about fifteen seconds, and when fifteen
seconds are charged off to stops at both sides of streets
where two lines intersect, fully 50 per cent of the stop-
ping time must be considered a complete loss. Our lines,
with but few exceptions, are brought downtown, as
every line is a through line where the traffic warrants,
and this, of course, gives us a large number of lines
operating over the downtown trunks. At times during
the peak-load period we have a forty-five second head-
way on three of the trunk lines and a shorter headway
on one of the downtown loops.

The central section of all these lines and trunks may
be included in an area of five blocks square from Eighth
Street on the north to Twelfth Street on the south and
from Wyandotte Street on the west to McGee Street on
the east. Within this district there are eighteen north
and south crossings, or thirty-six stops which of neces-
sity must be made by every car on a round trip north
and south through the business section of the city. In
like manner there are fifteen east and west crossings,
or thirty stops which must be made by every car on a

round trip east and west through the business section.
This totals a loss of nine minutes every time the cars
operating east and west cross this district, and seven
and one-half minutes lost on the lines operating north
and south through this section. By dividing this time
up between the lines operating east and west on the
lines between Eighth and Twelfth Streets we have a
loss of time totaling one and four-fifths minutes per car
on each trip and one minute on all lines operating north
and south between Eighth and Twelfth Streets.

In making the near-side stop universal for the sys-
tem we eliminate complaints to a great extent from the
outlying sections, as the average street car rider at one
time or another during the day boards a car in the busi-
ness section and thereby becomes acquainted with the
practice and spreads the knowledge to those who are
only occasional riders. The average rider is also much
more concerned with the saving of time than he is with
his personal safety and the safety of others, and for
that reason the uniformity of stops developed when the
near-side stop is in practice makes it easier for the
trainman to watch the movements of the passengers.

Another feature of the near-side stop, which elimi-
nates accidents to a certain degree, is the fact that the
cars are under a fair headway when the far side of the
street is reached, and few persons will attempt to board
them when they are running at that speed; whereas
many men and a few women will endeavor to board the
cars when they are operating at a low rate of speed,
such as is the case just before a stop is made. This we
find is common when the cars are obliged to stop at both
sides of the crossing.

Finally, the schedule time is helped because it is pos-
sible for the cars to get away promptly after leaving a
stop. We find that on level crossings it is possible to
get the car under full headway a short time after the
rear trucks have passed the last rail of the crossing, even
if the controller is thrown off while the car is crossing
the rails of the intersecting line.

A comparison of the running time before Aug. 20,
1911, on which date near-side stops were inaugurated,
and during November, 1915, in Kansas City, shows that
on most runs we have been able to increase the average
schedule speed by about ^ m.p.h. This, on our line,
amounts to a large total in both time and money. This
increased running time has not materially affected the
schedules as the savings have been made at points where
otherwise a waste of time would result. While the near-
side stop has not been wholly responsible for this saving,
it has been the predominating factor in forming a basis
for the working out of time-saving methods. When we
consider that the increase in population during recent
years in Kansas City and the Metropolitan Street Rail-
way territory has been large and that the congested dis-
trict has been constantly widening, the importance of
this improvement becomes increasingly manifest.

Union Traction of Indiana Awarded
Brady Medal

The committee appointed by the American Museum of
Safety to award the Anthony N. Brady medal met in
New York on Jan. 21 and selected the Union Traction
Company of Indiana, A. W. Brady, president, Anderson,
Ind., to receive the medal, and the Elevated Railroads
of Chicago, 111., B. I. Budd president, to receive hon-
orable mention.

The committee of award comprised the following:
B. J. Arnold, Chicago, 111., chairman; Frank R, Ford,
New York ; Will T. French, San Francisco, Cal. ; James
H. McGraw, New York; George F. Swain, Cambridge,
Mass., and W. H. Tolman, New York, secretary.

170

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 4

MIDYEAR MEETING

CHICAGO
FEBRUARY 4, 1916

ASSOCIATION NEWS

MIDYEAR MEETING

CHICAGO
FEBRUARY 4, 1916

Power Generation Committee Will Study Machinery Rating, 60-Cycle Apparatus, Smoke Abatement, Purchase
of Fuel to Specification, Safety Code and Operating Costs — O. T. Crosby Addressed Washington
R. & E. Section on Jan. 10 — Capital Traction Section Was Organized on Jan. 13

Activities of the Committees

COMMITTEE ON WAY MATTERS

As this issue goes to press the Engineering Associa-
tion committee on way matters is meeting in New York
with all members present but W. F. Graves, who is re-
covering from the effects of a surgical operation in a
New York hospital. A number of representatives of
manufacturers of special work are also in attendance.
Minutes of the meeting will be given in a later issue.

COMMITTEE ON POWER GENERATION

The first meeting of the Engineering Association's
committee on power generation for the current year
was held in New York City on Jan. 14, at the associa-
tion offices. The meeting was devoted to a discussion
of the most advantageous methods for handling the vari-
ous subjects assigned for the committee's consideration
by the executive committee of the association, beginning
with the matter of reviewing existing standards and
specifications. In view of the fact that the standing
committees on power generation up to the last year had
confined their work to the presentation of a series of
papers, there were but few association standards with
which the committee was directly concerned, and in con-
sequence no sub-committee was appointed for consider-
ing the subject. In regard to the matter of considera-
tion of the new standardization rules of the A. I. E. E.
it was decided that the question of ratings and ulti-
mate temperatures was of great importance, and in
consequence Chairman J. W. Welsh appointed Messrs.
Bromley, Stitzer and Swain from the committee to re-
port upon the subject. To the same sub-committee was
also assigned the work of reporting on the advantages

and disadvantages of 60-cycle apparatus, the sub-com-
mittee chairman for this subject being Mr. Stitzer.

With regard to the subject of smoke abatement it was
decided that a sub-committee composed of Messrs.
Rolston, Stott and Freeman should make a report in the
form of a review of the most recent developments, and
another sub-committee, composed of Messrs. Stott, Free-
man and Sinclair, was appointed to report upon the
new boiler code of the A. S. M. E., with a view to recom-
mending action in regard to it by the association. The
form for specifications for the purchase of fuel, which
was submitted by last year's committee, was assigned
to a sub-committee composed of Messrs. Freeman, Kel-
say and Rolston for consideration in connection with the
possible incorporation of provision for the fusing tem-
perature of ash and other additions, and to Messrs.
Kelsay, Rolston and Sinclair was assigned the considera-
tion of the new safety code of the National Bureau of
Standards.

In the matter of investigating operating costs for
railway power systems it was decided to compare actual
results from a number of power stations by the stand-
ardization method suggested by last year's committee
with the idea of determining the extent to which stand-
ard comparisons could be carried. This investigation
was to be carried out by the committee as a whole owing
to the great scope of such a comparison and the work
involved in the collection and compilation of the neces-
sary data. Subsequent to an extended discussion re-
garding ways and means of handling this subject, the
committee adjourned to meet again early in the month
of May at such place as may be decided upon by the
chairman.

Activities of the Company Sections

PUBLIC SERVICE SECTION

The regular meeting of Company Section No. 2 was
held in Newark, N. J., on Jan. 20. Papers were de-
livered by C. F. Bedwell, assistant engineer, on "Con-
struction of Carhouses" and by R. H. Harrison, mechan-
ical department, on "Construction of Car Shops." These
papers were illustrated with lantern slides and they
aroused much interest. The discussion was led by C. D.
Smith, traffic investigator, J. R. Case, division master
mechanic and H. H. George, assistant engineer main-
tenance of way.

CONNECTICUT COMPANY SECTION

The regular meeting of this section was held on Jan.
4 at the Hotel Taft, New Haven, with 100 members in
attendance. As customary, the meeting was preceded
by a dinner during which musical entertainment was
furnished.

The speakers at the meeting were J. P. Alexander of
the Westinghouse Electric & Manufacturing Company,
who gave an illustrated talk on the company's plant at
East Pittsburgh, Pa., and Harold Bates, assistant con-

struction engineer of the company, who spoke on "Snow
Fighting." An abstract of the latter's paper is given
elsewhere in this issue of the Electric Railway
Journal. This paper was illustrated with lantern

slides.

WASHINGTON R. & E. COMPANY SECTION

The regular monthly meeting of the section was held
in the offices of the Potomac Electric Power Company
on Jan. 10, with more than 100 members in attendance.
Charles S. Kimball presided.

Oscar T. Crosby, an early president of the company
and instrumental in building up the property, delivered
an address on "Peace and Preparedness." He com-
pared the pioneering of peace with that of electric rail-
way development, and contrasted the operating condi-
tions on the early electric railway operated in Rich-
mond, Va., with those existing on the Washington sys-
tem at present. Col. George Truesdell, former District
Commissioner and at present a director of the com-
pany, spoke on the early history of the company. Vice-
President W. F. Ham also spoke briefly regarding the
development of the company-section movement. Some

January 22, 1916] ELECTRIC RAILWAY JOURNAL

171

musical numbers and the serving of a buffet luncheon
completed the program.

Thirty members of this section connected with the
transportation, accounting and engineering departments
have enrolled in a Sheldon School course in the "Sci-
ence of Business Building." Two members have al-
ready completed the course with credit.

CAPITAL TRACTION COMPANY SECTION

The eighth company section of the association was
formally organized by the Capital Traction Company in
Washington, D. C, on Jan. 13. The program announced
in last week's issue was carried out. Addresses were
made by Martin Schreiber, E. B. Burritt, Harlow C.
Clark, C. C. Peirce, H. C. McConnaughy and also by
several officials of the Washington Railway & Electric
Company.

The following officers and directors were elected:
President, R. H. Dalgleish, electrical engineer; vice-
president, F. Morrill, roadmaster; secretary, J. Flem-
ing, purchasing agent; treasurer, A. Wilkinson; direc-
tors, D. S. Carll, E. Von Culin, C. J. Hoshall and E. L.
Grayson.

D. S. Carll, vice-president and retiring general man-
ager of the Capital Traction Company, presided until
after the election of officers, and took the opportunity of
thanking the employees for their loyal support during
his long term of active association with them. George
E. Hamilton, president of the company, assured the sec-
tion of the hearty support of the company. He spoke
of the value of association as leading to concentration,
resulting in efficiency, which spells power and success
for employees and company alike, and emphasized the
fact that the success of the company depends in a large
measure on the attitude of the platform men, who form
the point of contact between the company and its
patrons.

Mr. Peirce brought out certain facts affecting the
relations between the public and the utility, with par-
ticular reference to courtesy. He took as a text "Cour-
tesy Is the First Line of Defense Against Unfair At-
tack." He said in part:

"Remember that men in the street railway world are
all salesmen, simply selling transportation in place of
merchandise. There is a splendid opportunity to make
friends of one's customers in the street railway business.
The electric railway is the great retailer of transpor-
tation. All its employees help to sell its product. The
public knows that a man named Smith or Brown is the
head of the road, but it praises or blames the company
from the impression it gets of Jones or Robinson on the
car platform. If the conductor or motorman has a
twenty-four-hour habit of courtesy, the public thinks
that the chief must be a pretty good sort. It knows that
every concern partakes of the personality of its head.
Business to-day, in every line, depends more and more
on friendship. Competition is keen, but where price
and quality are anywhere near equal, the man you like
gets the order. The basis of friendship is personality.
In the last hundred years inventions that have abridged
distance have caused civilization to make gigantic
strides. But these annihilators of time and space have
also tended to efface personality. This is particularly
true in great corporations, the organized evidences of
these inventions. Now, however, the pendulum is swing-
ing in the other direction. Literally, and by means of
making his name and his company widely and favorably
known, the big man is emerging from the cloistered se-
clusion of his private office. His desk is up near the
front window so the public can look in and see what kind
of a Derson it is buying from."

Chicago Loop Traffic Analyzed

Chart Showing Number of Passengers Delivered at
Different Streets Suggests Changes in Routeing

PEDESTRIAN congestion can be relieved in the
Chicago loop during the passenger delivery period
by rerouteing of the surface line cars. This, at least,
is the conclusion drawn by the Chicago Bureau of
Transportation of which R. F. Kelker, Jr., is supervisor,
after analyzing the passenger delivery of the surface
and elevated lines. The results of this traffic study
were plotted on a chart so that they could readily be
interpreted by the local transportation committee and
the managements of the surface and elevated lines, to
whom they were submitted for consideration. This
chart, which was accompanied by data relating to the
daily distribution of passengers by streets and by di-
visions, is shown in the accompanying illustration. The
data collected cover the distribution of all passengers
entering the loop district between 6.30 a. m. and 12.30
p. m. by both the surface and elevated lines. This time
interval during which the traffic counts were taken was
considered, for all practical purposes, to represent the
delivery period of in-bound traffic.

On the original chart passenger delivery to the various
streets from the north section of the city is shown in

Surface Lines

Wabash Av.j„|M,; ^ )

State St. [ »■■"'<> | U5nu | Hi.'i'iu |

Dearborn St.| n.rufl""] 10,1'JQ |

Clark St.! |'.'",» \ J.JW I 1
La Salle St. | a.7n) | 1 3.010

Fifth Av.[ 7.bw | l^m [ 1<»)
Franklin St J I
Market St. I M'T §100

Elevated Lines

Wabash A v. [-M0['| 13,'jCO [ ' ' ' UQ.bOU ' •

State St. I".:' "I 7,1"0 | 1 1,301)
Dearborn St. 2.}oij~y.|| lot*

Clark St. i.K.'i| I "2^000
La Salle St. j,i;co| 5,;<xi|]lou
\ IM.OCU I ' L'n.SQu [' j 1,610 Fifth A v.

Franklin St. I W>
Market St. 800 [|

ScaL- of Pauenfen

0 5U0O 10,1.10 15.IW0

riorth *\u"t South

I 1 CD CZD Eltictric Ry.Journal

CHART SHOWING PASSENGERS DELIVERED TO DIFFERENT STREETS
IN CHICAGO LOOP DISTRICT

red, that from the west in white and that from the
south in blue. A unique feature of this chart is that
the passenger traffic from the West Side is charted
exactly in the center and that from the North Side is
shown on the left and that from the South Side on the
right. This brings out very strikingly the unequal dis-
tribution of traffic delivery which leads to pedestrian
congestion on the sidewalks and at street intersections.

The conclusion drawn from this study, was that if by
rerouteing the delivery of the surface lines could be
made more uniform and centered on Clark Street, con-
gestion in pedestrian traffic would be greatly diminished,
and the rerouteing of cars would benefit the railway
service. In other words, cars would be turned back at
Clark Street and thus tend to increase the delivery there
and, at the same time, reduce the delivery at the con-
gested points on State Street and Wabash Avenue. This
would shorten the car trips, eliminate operation over
several congested loop blocks and make it possible to
reduce the headway. Similar data were collected to
show passenger delivery to the east and west streets
and showed that some cars could profitably be turned
back before entering the Chicago loop district.

172

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 4

COMMUNICATIONS

Delivery of Cars During 1916

Laconia Car Company

Boston, Mass, Jan. 18, 1916.

To the Editors:

The present market conditions in the steel industry,
to which you have given editorial attention recently, so
far as they relate to the delivery of cars, are certainly
serious, if deliveries are of importance, and also as to
prices which must be charged for the cars.

Prices on bars and structural steel have advanced at
least 50 per cent during the past six months, and deliv-
eries in many cases are subject to the mills' convenience
and rarely inside of five or six months except a few
items. Sheet steel has advanced at least 50 per cent
and galvanized as well as rust-resisting sheets, used in
many cases for roof covering, have almost doubled in
price, and some of the mills report they are oversold
on these items and will not give any definite promise
on deliveries.

Inasmuch as steel is being used in nearly every type
of car for the underframes, and in some cases in the
car bodies, the inability of the steel companies to make
deliveries is in itself a serious proposition. In the past
prices have been more or less dependent upon the lum-
ber market, an advance of 5 or 10 per cent having gen-
erally been the limit. It will therefore be seen that
railway companies can save materially by purchasing
cars when the steel mills are able to deliver and prices
are low. I will also state that at this time the steel
mills are so filled up with orders that they refuse to
quote in some cases unless the prospective buyer is con-
sidered one of their regular customers.

Cornell S. Hawley, President.

Maintenance Costs of Coasting
Recorders

Jacksonville Traction Company

Jacksonville, Fla., Jan. 6, 1916.

To the Editors:

I have followed with interest the numerous articles
which have appeared recently in the Electric Railway
Journal on results with coasting time recorders, but
have been disappointed that all of these articles have
neglected the important question of the maintenance and
operating cost of the recorders themselves.

Mr. Morse of the El Paso Electric Company has
placed the cost of car meter maintenance at about $2.44
per car per annum, and my experience with some sixty
ampere-hour meters indicates that inclusive of calibra-
tion this cost is a fair figure. The energy loss in a 100-
amp. ampere-hour meter is about 10 watt-hours per
eighteen-hour day. The stationery used in the record-
ing and comparison of meter records costs about 80
cents per car per annum, so that the total maintenance
and operating cost of ampere-hour meters is about $3.35
per car per annum.

A similar statement of the cost of coasting time re-
corders, including repairs and renewals, inspection, ad-
justment, energy loss, fuse renewals and cost of type
ribbon and paper would furnish much needed data.

J. H. Vander Veer, Engineer.

[Note. — The above inquiry was referred to the Rail-
way Improvement Company, which states that so far as
it knows none of the users of coasting recorders is
keeping the actual mechanical up-keep costs separate
owing to their insignificance. At Fort Worth, for ex-

ample, the expense is absorbed in regular shop opera-
tions. The same fact holds true of the Third Avenue
Railway. This company has 1125 recorders in service,
and those which cannot be adjusted by the regular in-
spectors are sent to the shop for attention by a man
who receives $17.50 a week. At present this man has
time for other duties.

Some users have efficiency departments for keeping
records, the costs of which department and records ap-
pear in their recorder maintenance accounts.

The Railway Improvement Company adds that a fair
comparison between the two is impossible because the
meter indicates only, but does not print energy consump-
tion; whereas the coasting recorder not only records
coasting time, which i3 the reciprocal of energy con-
sumption, but also running time. This necessitates a
duplex printing mechanism and clock movement which
are not a part of the meter system cited in the above
letter. — Eds.]

Improved One-Man Operation in
Australia

Electric Supply Company of Victoria, Ltd.,

Ballarat, Victoria,
Australia, Dec. 10, 1915.

To the Editors :

I have been closely studying your Journal of late
with regard to the operation of one-man cars, and the
experience of the general manager of the Winona
(Minn.) Railway, published in your issue of Jan. 30,
1915, and also the article by Mr. Richardson in your
last Convention Number on one-man cars in the Seattle
division of the Puget Sound Traction, Light & Power
Company have been very interesting to me.

We began operating one-man cars about three years
ago in our two properties in Victoria, at Ballarat and
Bendigo. We had practically nothing to guide us, and
therefore worked out the system from our own
experience. Owing to the number of men recruiting,
we have lately had to extend the operation of one-man
cars at Ballarat to our Botanical Gardens and Lake
route, which is one of our principal pleasure resorts
in the summer months. On busy occasions, particularly
on Sundays, there are a large number of people to be
delivered at the Gardens 3 miles from the center of the
town and picked up from there and brought back into
the town. We have placed hinged notice plates at each
end of the cars centrally over the top of the dash, one
side of which is marked "Pay As You Enter" and the
other "Pay As You Leave." On the Gardens routes
we normally run as we do on all the other routes with
the "Pay As You Enter" sign exposed when cars run
into the center of the town, and "Pay As You Leave"
when outward bound. On Sundays during the busy
time this system is exactly reversed, the hinged notice
signs readily advising the public. This avoids a great
deal of the congestion that would ensue from a full car
load having to pay as they leave when arriving at the
Gardens, and another car load waiting to board the car
having to pay as they enter. By varying the system in
this way we find we are able to deal with this heavy
traffic with very little if any loss on our schedule time.

We have made a small improvement in the design of
the fare boxes, by installing a strip of looking-glass
at an angle of 45 deg. in the upper part of the box, which
allows the coins to slide past it, and reflects in a hori-
zontal plane the coins as they are dropped upon the
hinged plate. Tramway managers will appreciate the
moral check upon passengers making payments in this
public manner. It is possible for a passenger or officer
to sit in almost any part of the car and note what fare

January 22, 1916]

ELECTRIC RAILWAY JOURNAL

173

has been paid into the box. Formerly this could be
detected only by those who were in close proximity to
the box.

We have now released thirty-seven conductors by the
use of the fare box-one man car system. I was some-
what surprised to see no reference made at the recent
Municipal Tramway Conference in London to the possi-
bility of running one-man cars, especially in view of
the close consideration this subject has received by
American operators for the last twelve months.

Our experience of nearly three years has shown that
one-man cars can be run quite satisfactorily and deal
with loads at times up to sixty or seventy passengers
per car, besides greatly reducing the number of acci-
dents. I believe that a careful consideration of this
system is worth the while of the majority of tramway
managers, the personnel of whose companies may be
affected by the war. P. J. Pringle,

Chief Engineer and General Manager.

[Note. — In view of the fact that the population of
Ballarat, from the latest available census report was
48,607 and that of Bendigo 44,458, as compared with
the maximum population of 25,000 for any city in
America where one-man cars are operated, according
to the recent report of the Transportation and Traffic
Association, the above communication shows a practical
illustration of the possibility of extending this form
of operation to many cities of larger size.— Eds.]

Car Operation Efficiency

Westinghouse Electric & Manufacturing Company
East Pittsburgh, Pa., Jan. 11, 1916.

To the Editors :

A most interesting and valuable contribution to the
literature on this subject is found in C. C. Chappelle's
article in the issue of the Electric Railway Journal
for Jan. 15. From time to time numerous engineering
papers and articles have been presented using speed-
time curves for the purpose of illustrating the effects
of changing operating conditions as well as for deter-
mining the correct equipment to apply. The manufac-
turers of railway equipments have for years endeavored
to assist the operating departments of the electric rail-
ways in thoroughly understanding the fundamental
principles governing efficient operation of cars. In spite
of the progress due to these efforts, there is much yet to
be desired. Mr. Chappelle's discussion of these princi-
ples brings out a point which is frequently overlooked
in practical operation, namely, that under a given set
of conditions, the power input to the car is determined
by what he designates as "time-element factors." There-
fore, his article should be of great assistance in securing
full appreciation of the possibilities for economy which
may result from a careful analysis of operating con-
ditions.

He mentions the large investment in present equip-
ment and the impracticability of obtaining the maxi-
mum economy which might be secured by scrapping it
and installing new equipment designed to take advan-
tage of all the recent developments in the construction
of cars and electrical apparatus. In this connection it
is well to note that probably on many roads the rolling
stock is being operated at less than its maximum effi-
ciency. In such cases there exists the opportunity for
the application of the fundamental principles to decrease
operating expenses and improve service without incur-
ring the great expense accompanying a complete change
of equipment. A study of the service conditions will
bring to light incorrect operating features such as
overloaded and underloaded equipments, wrong gear
ratios, slow acceleration and braking rates, stops of

unnecessary length, poor arrangements of schedule,
headway and layover, etc. It will also furnish the data
required for making a logical application of the funda-
mental principles to correct such defects as may be
discovered. Consideration of these facts in conjunction
with Mr. Chappelle's article makes it evident that every
railway operator should be fully acquainted with all the
details of his service conditions in order to get the most
economical results from the equipment which is under
his control.

In the matter of determining the most economical
schedule, only the cost of energy and the platform ex-
pense have been considered. Apparently, the mainte-
nance and fixed charges also should be taken into ac-
count. However, these are minor factors in comparison
with the cost of energy and crew wages, so that the
general conclusions will not be affected materially. In
the production of the same mileage per car the mainte-
nance and fixed charges would be practically unchanged.
If higher schedules are used to produce more car mile-
age probably the total maintenance would be increased,
although that per car-mile might be less. The total
fixed charges would not be changed, consequently the
fixed charge per car-mile should be decreased. Evi-
dently the total maintenance and fixed charges per car-
mile would be decreased, although the value per car
annually would be greater. It is important to remember
that the benefits to be derived from higher schedules are
greater when the platform expense is high as compared
with the cost of energy. It is also interesting to note
from Fig. 15 that the average per cent coasting for the
most economical results is greater for Case "A" than
for Case "B." This illustrates the fact that the numer-
ous variables encountered make the problem somewhat
different for each railway.

If schedule speeds for different runs and at different
times of day are once adjusted to be the most econom-
ical in each case, Fig. 15 indicates that approximately
equal amounts of coasting should be secured with stops
varying in frequency over the range ordinarily found
in city service. This being the case, the coasting time
alone will indicate directly the relative efficiencies of
various motormen. However, it is not always possible
to adjust schedules to the most economical value on
account of the necessity for maintaining certain head-
way and meeting competition. For instance, one motor-
man in all-day service might be 100 per cent efficient
when securing 40 per cent coasting. On the same line,
the rush-hour service might be such that an extra
motorman on a tripper would be 100 per cent efficient
with only 20 per cent coasting. Hence it is necessary
to have a record of the number of stops and the standing
time as well as the coasting time in order to make fair
comparisons. A knowledge of the frequency and dura-
tion of stops is also necessary in order to satisfactorily
analyze a service and determine from the analysis what
schedules are the most economical. Such analysis fol-
lowed by adjusting schedules to the most economical
value will be highly profitable to many railways. An
instrument for measuring and recording running time,
coasting time, standing time and number of stops would
make such an analysis a comparatively simple problem
and also insure proper operation of the equipments on
the economical schedules as determined.

F. E. Wynne,

Engineer Railway Section, General Engineering
Division.

A new tramway system at Las Palmas, on the island
of Majorca, off Spain, will probably be placed in oper-
ation in March. The date of the inauguration has had
to be retarded somewhat on account of the war, as the
plant has only been retained with difficulty.

174

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 4

EQUIPMENT AND ITS MAINTENANCE

Short Descriptions of Labor, Mechanical and Electrical Practices
in Every Department of Electric Railroading

Contributions from the Men in the Field Are Solicited and Will Be Paid for at Special Rates.

Combined Conductor's Seat and Regis-
ter-Operating Mechanism

BY E. C. SHERWOOD
Superintendent of Equipment Manhattan & Queens Traction
Corporation, Long Island City, N. Y.

The accompanying illustrations show a conductor's
seat and fare-operating device devised by the writer,
and tried out on the cars of the Manhattan & Queens
Traction Corporation. It is the intention to equip all
of the cars with this device later. The equipment has
been designed particularly for center-entrance cars or
other cars in which the conductor is stationed at a par-
ticular point which must be passed by all passengers
entering the car. It is designed to make the work of
the conductor less arduous.

The removable seat consists of a saddle mounted on
the end of a bent pipe, which terminates at the lower

CONDUCTOR S SEAT INSTALLED IN CAR

end in a pin. This pin fits loosely in a hole in the car
floor, for the purpose of holding the end of the pipe
support in place. Projecting from the pipe near the
upper end is a triangular strap support. There may be
as many holes as desired in the car floor for the pur-
pose of receiving the pin, thus permitting the seat to be
moved.

Under the car floor is provided a shaft for operating
the register. Simple levers and bell-crank levers are
mounted so as to be operated by pins pushed through
the floor, rotating the rod A. A foot lever is pivoted
at a point near the bottom of the pipe stand, by means
of which the register rod can be operated.

In designing this arrangement the writer had in mind
to provide a restful position for the operator, to arrange
the component parts for general convenience, to protect

the operating pin so that it cannot be inadvertently oper-
ated by passengers entering or leaving the car, and to
keep the perforations through the floor closed to prevent
the passage of foreign material which might interfere
with the operation of the register-operating mechanism.

DETAILS OF CONDUCTOR'S
SEAT AND FARE REGIST-
ERING MECHANISM

The illustrations show one form of the equipment, but
obviously the details can be considerably altered. Let-
ters patent have been granted to the writer for the
device, and these have been turned over to the Lord
Manufacturing Company.

Friction in Trolley Bases

BY "VULCAN"

A.M.I.C.E., A.M.I.E.E., England

To prevent undue wear of overhead line the upward
pressure of the trolley wheel against the wire should
be as small as possible consistent with the maintenance
of sufficient contact to prevent the wheel from jumping
the wire and sparking.

This pressure is not uniform on different electric rail-
ways, the value depending chiefly on the type of trolley
gear used, curve smoothness and general layout of the
overhead line, speed of cars and condition of track. In
some cases a tension as low as 15 lb. is found sufficient,
whereas in others 30 lb. or more is necessary to obtain
satisfactory operation. It is, however, a fact that in
many instances the tension is far more than is neces-
sary, resulting in excessive wear of trolley wheels and
overhead wire.

In the accompanying figure is shown a diagrammatic
sketch of a type of trolley base, commonly used in this
country, fitted with plain bearings. A few simple cal-
culations will serve to indicate the conditions in this
form of base.

Let the pull of the springs on pin B be assumed at
2400 lb. Neglecting friction of bearings this would pro-
vide an upward pressure of the trolley wheel of 2400X2
~ 192, or 25 lb. The pressure on pivot pin C, allowing
for the weight of the pole, is approximately 2500 lb.
Taking the coefficient of friction as 0.25, the force of
friction on pin C is 2500 X 0-25, or 625 lb. The moment

January 22, 1916]

ELECTRIC RAILWAY JOURNAL

175

of friction on pin C is 625 X %» or 390 in.-lb. The
equivalent force applied at the end of the pole required
to overcome pin friction is 390 192, or 2.03 lb.

The latter figure takes no account of the friction on
the pin B, and on the boss faces, etc. Assuming these
to be half of the latter, the equivalent force applied at
the end of the pole required to overcome the total fric-
tion on the trolley base will be, say, 3 lb.

The friction referred to will cause a reduction in the
trolley wheel contact pressure from 25 lb. to 22 lb.,
when the trolley is caused to move upward by a rising
trolley wire; and it will likewise cause an increase in
the trolley tension to 28 lb. when the trolley is forced
in a downward direction by an overhead line which is
falling to a lower level.

The figures show that ordinary friction may cause
the wheel contact pressure to vary by 28 lb. — 22 lb.
«= 6 lb., or a 27 per cent variation from the minimum,
and these results are borne out by measurements taken
in actual practice. With joints in a worn and dry
condition, a difference between the minimum and maxi-
mum contact pressures have often been found to exceed
10 lb., both measurements being taken with the trolley
wheel at standard height.

For purposes of adjustment, the common method of
measuring trolley tension by means of a spring balance
fixed to a rope is simple and satisfactory if carried out

FRICTION IN TROLLEY BASES — DIAGRAM OF TROLLEY BASE FOR
USE IN CALCULATING EFFECT OF FRICTION

properly, but simple though it may seem the writer's
experience is that the great majority of workmen do
not realize the effect that joint friction has upon the
contact pressure of the trolley wheel.

The result is that spring-balance readings taken by
different men on the same pole are not in agreement.
This causes uncertainty which is often responsible for
the adoption of a higher contact pressure than is really
necessary.

The following system has been adopted by the author
with good results. A rope of a length equal to the
normal trolley height, and including a spring balance,
is hooked at its upper end to the trolley head. The
lower end contains a stirrup which is held in contact
with the ground by the workman's foot.

In taking trolley tension readings two values are
obtained and duly recorded as follows:

With the foot on the ground and in the stirrup,
the rope is grasped above the spring balance and
pulled downward about 2 ft. It is then gently released
so that the spring gradually takes the tension. The
spring balance will now show the value of the contact
pressure which would obtain on a rising trolley wire.
The readings shown are entered up on the record slip
under the heading "minimum tension." The foot hold-
ing the stirrup is then lifted, say, 2 ft. from the ground
so as to allow the trolley to rise a similar distance.
The stirrup is pressed gently downward to the ground.
The balance will now indicate a tension equivalent to
the trolley contact pressure under conditions where
the trolley wheel is running on a downwardly sloping

overhead wire, and the reading shown is now the
"maximum tension" and is entered accordingly. The
spring adjustments can then be made properly. The
difference between minimum and maximum readings
gives an indication of the condition of the lubrication
of pins and rubbing faces.

Many of the older trolley-base designs involve an
excessive amount of friction to the vertical movements
of the pole. In some cases this is due to the fact that
the bearings are far larger than is necessary for the
work they have to do, and considerable improvement
can often be effected in these, by boring out and brass-
bushing the holes, and using case-hardened pins of
smaller diameter.

With the object of reducing to a minimum the type
of friction referred to, certain designs of trolley base,
besides following the customary practice of using ball
or roller bearings for the center swivel pin, have adopted
these also for the vertical motion bearings of the pole.
This arrangement undoubtedly meets a long-felt want
and constitutes a progressive step of much importance.
By reducing friction to a minimum, the design allows a
smaller trolley tension to be used than is possible with
the older types of trolley base, and is thus advantageous
from the points of view of maintenance and operation.

Economy in Buying Good Shovels

BY CHARLES H. CLARK

Engineer Maintenance of Way Cleveland (Ohio) Railway

Very few contractors or corporations are inclined to
buy good shovels. As a rule each laboror furnishes his
own shovel, and the varieties and sizes furnished would
fill tool boxes, without any two being alike.

When a man owns his own shovel you cannot expect
him to throw it down and do other work. No. He will
take his shovel and hide it under his coat, which may
be 500 ft. or 1000 ft. from his work. You cannot blame
him, but it costs you a lot of money while he is walking
around taking care of his tools. Did you ever see some
of the shovels the men bring to work? They may have
blades 7 in. long and hold about one-half what a new
shovel will carry. Now a man will not work any faster
with a short shovel than he would with a new shovel.
Therefore he should have a full-sized shovel that will
stay full-sized and not wear out. The old-fashioned
idea of buying cheap shovels is being gradually replaced
by buying good shovels cheap.

In my own experience I have used shovels which have
cost about 40 cents each, but have long since found that
an alloyed steel shovel which will cost about 90 cents
will outwear the former at least four or five to one.

I observed one company that had about 200 men work-
ing on a job. Of these 200 men at least half had shovels
that were just about half-size and certainly not strong
enough even with that half to be able to do anything
else than to go into the loosest dirt. It is only human
nature that the foreman is in sympathy with the work-
men and will let them work when they do not have tools
that are at all able to give recompense for the $1.75 per
day. This work was costing that company $350 per day.
At an expense of $200, had they bought shovels for the
men, they could have saved $200 a week in efficiency.

Some superintendents of construction will not allow
a man to go to work who has not a good shovel. He is
looking at the shovel and not at the man. It is easier
for them to furnish the man with a good shovel than it
is to furnish the man with a poor shovel. It would seem
that the only diploma that a laborer needed was that
he have a good-sized shovel.

To avoid losing shovels, we have given each shovel a
private mark. We drill three holes in the form of a

17G

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 4

triangle in the blade, about 5 in. on each leg. In this
manner we are keeping our shovels. The shovels, of
course, are not allowed to be taken from the work, but
if they are taken from the work they are easily identi-
fied. I have never seen any of these shovels in any-
body's hands except those of men working for us.

A good shovel should be made with a very thin blade,
very tough and hard, have a good handle and hang so
that a man can use it without tiring.

Hints on Compressor Maintenance

BY R. H. PARSONS

Electrical Foreman

Ten years ago one of the greatest sources of trouble
experienced in the operation of electric railways was
the air-brake equipment. Some of the early equipments
were so dangerous that even after going to the expense
of fitting up a large number of cars with air brakes,
some companies discarded them and returned to hand
brakes. However, as electrical apparatus generally has

Worn Valve

COMPRESSOR MAINTENANCE — FIG. 1 — PARTIAL SIDE AND END
VIEWS OF NEW AND WORN VALVES

improved, the air-brake parts have been made better
until now, with careful inspection and proper general
overhauling, they give practically continuous service.

The compressor itself is the largest and most impor-
tant part of this equipment, and upon it depends the
reliability of the service. The choice of the proper
period between overhaulings of the compressor depends

altogether on circum-
stances, assuming
that proper weekly
inspections are made.
In some service a
compressor will oper-
ate three or four
years without re-
moval from the car;
in others, it must be
taken down and over-
hauled every twelve
or eighteen months.
When it is overhauled
no care should be
spared to make it just
as good as it was
when turned out of
the factory. It should
be entirely stripped
and cleaned, all old
oil and dirt should be
removed, and the oil
grooves and channels
should be cleaned.
The armatures and fields should be tested and re-
paired when necessary, as is often the case, for in the
best cared-for compressor some oil will be found cover-
ing the insulation of the fields, armature, brush-holders
and wiring. This oil must be removed and its effects
remedied, frequently involving the retaping of the field
coils. The commutator must be turned and slotted also.

COMPRESSOR MAINTENANCE — FIG. 2
— WORN VALVE AND SEAT IN HEAD

the shaft straightened if bent, and the bearings refitted.

It has been found in a great many cases that baking
of compressor armatures has been caused by slightly
bent shafts, throwing a heavy load on the windings.
This often will be found to be the cause when other
causes have been suspected. The reason for the bending
of the shafts is that many of the compressor armatures
are fitted with shafts which are too small at the pinion

COMPRESSOR

MAINTENANCE FIG. 3—

VALVE SEAT

REAMER FOR SURFACING

^uide Nut for Setting
out Wedge

Wedae for
Inside of Valve-

COMPRESSOR MAINTENANCE — FIG. 4 — REAMER FOR CYLINDRICAL
SURFACE OF VALVE

fit, and which are thus easily bent. If electric welding
is available it is advisable to cut off the pinion end of
the armature shaft and weld on a new piece of steel of
good quality and of diameter large enough to permit
turning the bearing fit to the original size, and the
pinion fit enough larger to insure its withstanding the
shocks which formerly caused it to bend. Then the
pinion should be rebored to fit the rebuilt added shaft.
The result will be the elimination of 75 per cent of the
bent shafts and baked armatures and fields. If not prac-
ticable to weld a new piece on the old shaft, larger shafts
should be made and the old ones thrown away.

It is not intended here to give instructions for the re-
assembling of the compressor, as that is well taken care
of by the air-brake companies, but a few points which

COMPRESSOR MAINTENANCE FIG. 5 — CONTACT DEVICE OF 0. B.

GOVERNOR

have been found of value will be noted. First, it is
absolutely necessary that the compressor valves go out
of the shop tight, and fitted so they will stay tight for
a reasonable time. Fig. 1 shows a valve with a correct
face and one with a worn face. Fig. 2 shows a worn
valve and seat in head.

As it would be impracticable to make air-tight joints

January 22, 1916]

ELECTRIC RAILWAY JOURNAL

177

of these misfits by grinding only, it is found necessary
to face the valve seat in the head, and this can be done
quickly and properly by the use of the reamer illus-
trated in Fig. 3.

This was made by attaching a reamer, having the same
shape as the original valve seat, to a y2-in. rod. The rod
was fitted with a wheel for turning, and it passes
through a guide constructed like a valve cap, screwed
into the head in place of the valve cap. This keeps the
reamer in perfect alignment, and a new seat of correct
shape and size is the result.

The valve itself is worn in the same manner, and the

COMPRESSOR MAINTENANCE — FIG. 6 — CONTACT ARM BENT TO
IMPROVE CONTACT

irregularities must be filled or cut out in a lathe. If
there is metal enough, the old valve can be faced to
nearly its original shape, and then ground in. Fig. 4
represents a tool found convenient for grinding in the
valves. It is made exactly like that used for the valve
seat, except that the lower part is cylindrical outside,
the stem inside being tapered. The cylindrical part is
placed inside the valve and the nut above is screwed
down, causing the lower part to expand and tightening
itself inside the valve. This tool is also fitted with a
guide for the stem which screws into the head in place

mm.

1 O-

\

3
3

Q

\

COMPRESSOR MAINTENANCE — FIG. 7 — BENT CONTACT ARM IN
CLOSED POSITION

of the valve cap. Ground glass and powdered emery
mixed in equal proportions will be found excellent for
grinding in these valves.

On replacing the head of the compressor it will be
found that if the joint, after having been thoroughly
cleaned, is shellacked on both sides of the paper gaskets
it will be permanently airtight.

A practice which, if carefully followed, will keep
compressor armatures on the cars a long time is this:
About every three or four months the brush-holder yoke
should be removed and cleaned carefully. Then all oil
and dust should be wiped from the string band and oil
collar with good, clean cheesecloth, after which yoke,
brush-holder insulators and string bands should be
painted with an oilproof paint, with special emphasis on
the word "Oilproof." Oilproof paint costs about $2 per

gallon, but as a small amount per armature is needed, it
is inexpensive to use.

Often very little attention is paid to the air strainer,
or the purifier, whichever is used. The purifier is a
decided improvement over the old hair strainer, but
even this needs attention, a little cleaning out and fresh
oil about three times a year being sufficient. If hair
strainers are used, they should be opened and the hair
removed, picked up and thoroughly blown out at least
twice a year.

It will be found advantageous also to use the modern
methods of installing and removing pinions, that is to
heat them in boiling water, placing them on the shafts
while hot, and allowing the shrinkage due to cooling to
normal temperature take the place of hammering to
make a tight fit. For pinion removal a regular screw
puller may be used, and a little heat from a blow torch
can be substituted for a very heavy pressure on the end
of the shaft and pounding. Heavy pressure of the screw
of the puller destroys the armature shaft center, and a
very little pounding will spring the shaft. It is most
satisfactory practice to keep a set of bearings with each
spare armature, and when the shaft becomes worn or
bent and must be turned, the bearings can be babbitted
and bored to fit. No trouble will be experienced with
properly fitted babbitted bearings.

A simple "stunt" which will help to keep the Allis-
Chalmers O. B. governor in service is given below. Much
trouble has been experienced in the operation of this
governor on account of its not keeping its setting, and
burning out its contacts. Fig. 5 shows the carrier arm
and contact shoe as originally furnished. The arm is
straight, and when contact is made it comes up with a
slap. At about the end of its travel, when about to cut
out, the mechanism which operates the arm begins to
move, getting ready for its quick break, but while doing
so it raises the arm a little, releasing the spring tension,
raising the contact, and causing a small arc. This grad-
ually eats away the surfaces of the contacts until good
connection is impossible. Fig. 6 shows the improvement
mentioned, namely, the bending of the carrier arm at A,
while Fig. 7 shows the contact made with bent arm. This
arm gives better service than the straight one because,
when making contact, the arm contact hits the station-
ary contact before the mechanism comes to the end of
its travel, and on account of its bend makes a wiping
contact. When all the way in, the arm makes a good,
heavy contact. When cutting out, as the toggle begins
to move with a tendency to open the contacts, the car-
rier arm slides back but holds its contact until the gov-
ernor cuts out with a snap, the blow-out taking care
of the arc in spite of the lessened distance between the
contacts.

Simplified Adding Machine

A simplified adding machine has recently been placed
upon the market by the Mechanical Accountant Com-
pany, Providence, R. I. It has been brought out be-
cause heretofore all non-listing machines have been
designed to perform multiplication, division, square
root and, in fact, any arithmetical problem, but more
than half of these machines are used merely for addi-
tion. With the double-touch method of operation,
many keys on the larger machines have been not only
useless, but an actual incumbrance. By this double-
touch method operators depress the "three" key twice to
add six or the "three" and "four" to add seven, thereby
increasing the speed and accuracy. Up to the present
time the machine has been built in one size only with a
capacity of $9,999.99, but larger sizes will soon be
manufactured.

178

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 4

SIDE VIEW OF HAZLETON CAR

Cars of High Seating Capacity for
Hazleton

The Lehigh Traction Company, Hazleton, Pa., has
recently had built by The J. G. Brill Company ten all-
steel center-entrance prepayment city cars of modern
design, shown in the accompanying illustrations, which
provide unusual facilities for a remarkably large seat-
ing capacity.

The general dimensions of the cars are as follows :

Length over anti-climbers 48 ft. 8 in.

Length over vestibule 47 ft. 2 in.

Bolster centers, length 26ft. Sin.

Wheelbase 6 ft.

Width over sills 9 ft.

Height, rail to sill at bolsters 2 ft. 10% in

Height, sill to trolley base S ft. 10 in.

Wheels 30 in. dia.

The center-entrance well is equipped with outward
folding doors and Stanwood grilled-metal safety-tread
folding steps mechanically operated by a lever on a post
in the center of the well. The door entrance is 43 in.
wide. The height from the ground to the step is 14
in., from step to floor of well 13 in., and from well floor
to the interior car floor 10 in.

The chief feature of the car is the varied arrange-
ment and high capacity of the seating plan. The two
passages on each side of the center-entrance well are
not arranged similarly. The main passage is separated
from the wall merely by a riser and a small seat parti-
tion with white enameled stanchion at each side. At

MAIN COMPARTMENT OF HAZLETON CAR

this end five Brill Winner cane cross-seats are located
on each side with two longitudinal seats at the center
entrance end and two seats situated adjacent to the steel
bulkheads separating the motorman's compartments,
which are V-shaped to conform to the tapering of the
car width at this point. The smoking compartment,
however, is separated from the center entrance well by
a steel bulkhead with a sliding door opening, 3 ft. 4 in.
wide. This section is equipped with longitudinal ma-
hogany slat seats instead of cross-seats, together with
the unusual addition of a long longitudinal seat, facing
one side only, situated in the center of the compartment.
This extra bench brings the seating capacity of this
section up to forty persons, which, added to that of the
main section, makes a total seating capacity of seventy.
This compartment is well supplied with straps equipped
with Rico sanitary covers and hung from a casting on
the ceiling. The motorman's access to his compartment
is provided at the end of each passenger compartment
by means of an 18-in. swinging door.

The interior flooring of the car is composed of cork
covered with linoleum. The interior steel and Agasote
material is finished in white enamel. The curtains,
equipped with fixtures of the Curtain Supply Company,
are of double-faced Pantasote material. The cars are
heated by Peter Smith electric heaters. The Consoli-
dated push-button system is used. Ventilation is ob-
tained through the Agasote arched roof by means of six
Railway Utility ventilators on each side of the roof.

The car bodies are mounted on Brill 27-M. C. B. 2X

SMOKING COMPARTMENT OF HAZLETON CAR

January 22, 1916]

ELECTRIC RAILWAY JOURNAL

179

trucks, equipped with four GE-247-D motors operated
by Type MK control. The trucks have Stucki side bear-
ings. Brake equipment includes General Electric
straight air brakes and Lord staffless hand brakes.

Other specialties include Tomlinson couplers, General
Electric headlights, H. B. lifeguards, Earle trolley
catchers, U. S. No. 13 trolley base, Hunter destination
signs and Electric Service Supplies Company's pneu-
matic gongs.

Electrically-Driven Tower Wagons on
the Bay State Street Railway

Two storage-battery emergency wagons for line work
are being operated by the Bay State Street Railway,
Boston, Mass. They are assigned to the Wakefield and
the Quincy line foremen's divisions. In all, there are
seventeen foremen's divisions in the system, but all ex-
cept the two mentioned have horse-drawn tower wagons.

A Lansdowne tower truck was put in service by the
Bay State Company about two years ago. This serves
the Wakefield division, with 79.1 miles of trolley wire.
In September, 1914, the second electric battery vehicle,
a 2-ton General Motors Truck Company chassis with
a Trenton hand-elevated two-stage steel tower, was put
in service on the Quincy division, in which there are
80 miles of wire. This vehicle has been in continuous
operation, with scarcely more than a day per month out
of service. Its mileage capacity fully meets the require-
ments, and the operating costs are economical.

The batteries of the vehicle, consisting of sixty Edison
A-8 cells, are charged from the exciter busbars, at the
Quincy power station of the company. If occasion
arises, a boosting charge can be given at any time,
while the men are engaged in line repairs, by
making an electrical connection by means of a trolley
hook and grounding to the rail, the 550-volt railway
power being stepped down to 110 volts through grids
located directly beneath the battery box. The current
is controlled by circuit breakers.

Data on mileage, kilowatt consumption and operating
costs of a vehicle of the electric battery type used in
emergency work, were published in the Electric Rail-
way Journal of May 23, 1914.

ELECTRIC TOWER WAGON WITH PLATFORM LOWERED, AND TOWER WITH PLATFORM RAISED

FERRO-TITANIUM RAILS AT FALL RIVER, MASS.

Titanium -Treated Mayari Rails

The Bay State Street Railway, of Boston, Mass., has
recently purchased 300 tons of 9-in. girder rail, Penn-
sylvania Steel Company sec. 401, and 50 tons 9-in. guard
rail, Pennsylvania Steel Company sec. 291, both treated
with 0.1 titanium added in the form of ferro-
carbon-titanium, and, in the main, compositions speci-
fied by the American Electric Railway Engineer-
ing Association. Slight changes were allowed in the
carbon content, however, due to the use of Mayari
steel, the required percentage range of carbon being
from 0.65 to 0.80 instead of from 0.70 to 0.85, as in the
A.E.R.E.A. "Grade B" specification. This rail costs
about $2 per ton more than untreated carbon rail. The
drop test is about the same as in testing carbon rail, un-
treated, a 2000-lb. tup falling 12 ft. on a rail suspended
3 ft. between supports being used. The rails arrived
late in October and hence cannot be extensively used in
heavy work this season, but installations are being made
in Fall River and Methuen, Mass.

180

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 4

Most Recent Heater Installation on
New York Subway Cars

The Interborough Rapid Transit Company has re-
cently placed an order with the Consolidated Car-Heat-
ing Company for electric heaters for 311 cars of the
new type. This heater is illustrated herewith. Atten-
tion is directed to the glazed porcelain support of the
ventilated type, which is designed to furnish ventila-
tion without weakening the porcelain, either mechani-
cally or in its insulating properties. It also ventilates
the coil uniformly. The coil is supported on two ridges
for its entire length and does not rest down in the

RECENT CAR HEATER FOR INTERBOROUGH RAPID TRANSIT
COMPANY

groove in the porcelain as in heaters of the older types.
There are also no holes to collect dirt and moisture and
eventually short-circuit the coils. The highly-glazed
fine-quality porcelain permits of the heater to stay clean
longer than does unglazed porcelain. The double-back
construction, a feature of Consolidated heaters, is well
shown at the top in the illustration, as is also the junc-
tion space at the ends of the heater. The end cap is
of metal to prevent warping and is lined with fiber to
prevent grounds and short-circuits. The heater is ex-
tremely light, the metal parts being made entirely of
pressed steel. The coils are of Consolidated "Nokoro"
wire, which is a non-corrosive alloy of uniform re-
sistance. The heater is a logical development of the old
Consolidated features, which have so successfully stood
the test of traction operation for many years.

High -Voltage Air Compressor

For the locomotives of the Chicago, Milwaukee &
St. Paul Railway's electric zone, a novel design of two-
stage air compressor has been developed. This machine,
which was built by the General Electric Company, has
a piston displacement of 150 cu. ft. of free air per min-
ute against a working pressure of 135 lb. per square

/

HIGH-VOLTAGE DUPLEX COMPOUND AIR COMPRESSOR

inch, and in complete form it consists of three units —
two compressors and a 3000-volt d.c. motor, all assem-
bled on a common base. Each compressor unit is com-
plete in itself, consisting of one low-pressure and one
high-pressure cylinder properly balanced, and the two

compressor units are geared so that their maximum
points of load are 90 deg. apart, thus producing a well-
distributed load on'the motor. This has two sets of
armature windings on one core, and there is a 1500-
volt commutator at each end, one set of windings being
connected to each commutator. The motor is of the
series self-ventilated type, with commutating poles, and
each set of windings is insulated so that it has an ample
margin for successful operation at voltages consider-
ably above normal. This is the largest electrically-
driven air compressor yet built for railway service, but
it was designed with a special view to incorporating the
advantages that have been developed in the smaller sizes
of air compressors. Approximately ninety of the ma-
chines are now under construction.

Proposed Extension of Riksgrausen
Railway

According to a recent issue of Engineering , the Board
of the Swedish State Railways has just forwarded a
communication to the Government in which the electri-
fication of the remaining portion of the Lapland iron
ore railway, the Kiruna-Svarton (Lulea) section is
strongly recommended. It is stated that the electrifi-
cation of the section between Kiruna and Riksgrausen,
which was described in an illustrated article in the
Electric Railway Journal of Sept. 5, 1914, has fully
met, and in some respects exceeded, expectations as to
operation. The various difficulties which have arisen
have been overcome with one exception, i.e., the dis-
turbances in the telephone and telegraph lines con-
structed along the railway. This difficulty, which was
very serious at first, has been reduced through suitable
arrangements, but not yet entirely removed. Investiga-
tion as to the most effective manner of overcoming the
trouble is still being carried on. Now that sufficient
experience is available as to electric iron ore traffic, the
State Railway Board considers it particularly desirable
that the electrification should be extended so as to in-
clude the Kiruna-Svarton section. Such extension would
provide uniform operation over the whole of the railway
line where iron ore traffic is conducted, thus making
possible a more economical use of material and person-
nel, deriving greater profits on operation, and the ad-
vantage of not having to buy foreign coal during these
times of high prices. The desirability of uniform traffic
arrangement has been further emphasized on account of
the conditions at present prevailing as regards the ore
traffic between Kiruna and Riksgrausen, this having been
materially reduced, while the traffic southward to Svar-
ton, on the contrary, has decidedly increased. The reve-
nue from the Porjus power station would, in addition,
be increased by a greater output of energy. Should the
Government approve of the State Railway Board's
recommendation, the latter will be prepared promptly to
forward a report and estimate of the cost of electrifica-
tion of the Kiruna-Svarton section.

The Portuguese Government has approved the electri-
fication of the railroad between Lisbon and Cascaes, be-
longing to the Royal Portuguese Railway Company. The
company at first proposed to carry out the electrification
on its own account, but after examination it was decided
to throw open to competition the construction of the
section and its electrification on lease. As rental, the
sum of $81,816 is to be paid for the first year of opera-
tion, which represents the maximum net receipts hither-
to obtained on this line in any year, and the rental will
increase to $87,270 in the succeeding four years, while
the Portuguese Railway will also participate in 10 per
cent of the gross receipts in future years.

January 22, 1916]

ELECTRIC RAILWAY JOURNAL

181

NEWS OF ELECTRIC RAILWAYS

NEW YORK INVESTIGATION TURNS TO COMPANIES

Officers of Railway Companies Are Now Being Questioned —
Inquiry to Close Feb. 1

As previously stated in the Electric Railway Journal
there remain no more of the old members of the first dis-
trict commission to investigate, the sole survivor of the old
regime, J. Sergeant Cram, going out of office automatically
on Feb. 1. Bent on inquiry, however, the investigators have
turned to the regulated companies and have sent letters to
the utilities asking for certain information about the per-
sonnel of officials, attorneys and others holding positions of
trust with the transit corporations. Up to Jan. 17 all
the corporations except the Brooklyn Rapid Transit Com-
pany had replied to the questions propounded by the in-
quisitors. President Whitridge of the Third Avenue Railway
came forward with a reply that provoked Chairman Thomp-
son of the committee to announce that he would subpoena
Mr. Whitridge to appear before the committee on Jan. 20.
The old order in politics may have changed, but Mr. Whit-
ridge does not seem so sure about it. He said:

"A refusal to answer your inquiries merely because they
relate to matters which are none of your business would
probably be misconstrued and might subject us to further
attacks of the same kind which some public authorities
and a portion of the press feel at liberty to launch at street
railways.

"In consequence of the misconduct or stupidity of various
official bodies special counsel is occasionally necessary.
During the last twelve months the Board of Estimate in this
town proposed to grant franchises for the operation of
omnibuses which, had they been passed, would have consti-
tuted, in one street, at least, a most unwarranted and serious
competition with the Third Avenue Railway, and in other
places were obviously a nuisance to the public. John M.
Bowers was employed to appear and oppose the grant of
such franchises.

"You may possibly not be aware of it, but there formerly
existed in this commonwealth what is generally known as
a system of strike legislation, which was a proposal by
one person or another to procure legislation inimical to
corporations in the hope of terrorizing them into making
payments to those interested. I remember upon one occa-
sion urging a Senator to vote against a certain proposition
to amend a code of civil procedure, and he replied, 'Oh, you
lawyers merely talk; what I am asking is, is there any-
thing in this for Mrs. C. and the six little C.'s,' and later I
heard of a member of the Legislature who, commenting
upon some reform movement, remarked, 'If I cannot use my
opportunities in Albany, I might as well stay at home and
attend to my grocery business.' We have some reason to
fear a recrudescence of this state of affairs and consider
that it is prudent to spend the sum of $250 a year in
order that we may know what is being proposed."

On the same day that Mr. Thompson announced his in-
tention of requiring Mr. Whitridge to appear before the
committee he explained in a general way the features of
the new bill for the reorganization of the Public Service
Commission.

Speaker Thaddeus C. Sweet of the Assembly said on Jan.
20 that the Assembly would not vote the Thompson commit-
tee any more money for expenses, giving the committee only
that part of the $30,000 asked by Senator Thompson that is
to pay debts already contracted, and would under no circum-
stances agree to the resolution passed by the Senate extend-
ing the life of the committee for another month from Feb. 1.
The speaker was quoted as follows:

"Senator Thompson has done all the investigating neces-
sary. Further than that, he has exceeded his authority in
spending the State's money, and the Assembly wants to
know just what the $30,000 more asked for is to pay. If it
is owed for debts regularly contracted, it will be paid. But
there will be no more money appropriated, if I can help it,

for further investigation by this committee. I have no pur-
pose in this stand except the good of the State. I am not
trying to block any inquiry that should be made, as I see it.
If there is any phase of the situation that has not been
looked into, that is the fault of the committee. It has had
plenty of time and plenty of money."

Governor Whitman has referred the Thompson commit-
tee's charges against Public Service Commissioner Robert
C. Wood, now resigned, to District Attorney Swann of New
York County.

NEW YORK CENTRAL IMPROVEMENT IN NEW YORK
Company to Expend $50,000,000 in Reconstructing and
Electrifying Its West Side Line

A new agreement has been reached between the city of
New York and the New York Central Railroad concerning
reconstruction of the Central's right-of-way along the west
side of the city and the elimination of tracks at grade
along Eleventh Avenue. The agreement provides for cover-
ing the tracks under Riverside Park, under Riverside Drive,
north of Manhattan Street, and through Fort Washington
Park, and provides for a viaduct to give communication
with the docks at Dyckman Street. With the carrying out
of the improvements the line will be electrified.

These improvements will cost $50,000,000 and will take
six years to complete. The entire cost will be borne by
the railroad, except that the city will contribute certain
real estate.

Negotiations leading up to this agreement have been
carried on by the port and terminal facilities committee
of the Board of Estimate, of which Comptroller Prender-
gast is chairman, and Ira A. Place, vice-president of the
New York Central Railroad. Mayor Mitchel and Presi-
dent McAneny of the Board of Aldermen, though not mem-
bers of the committee, have taken a lively interest in the
discussion.

From Spuyten Duyvil to' St. John's Park the tracks of the
New York Central Railroad at present run at grade, some-
times skirting the river bank, as is the case along River-
side Park; sometimes enlarging into yards, as at Seventy-
second and Thirty-eighth Streets, and sometimes occupying
city streets, as in Eleventh Avenue. The proposed recon-
struction work will get them entirely out of the way — in
some places by covering them, and in other places by elevat-
ing them on ramps, viaducts or elevated structures.

The work will begin at the city line, where the New
York Central Railroad now has small yards. The lines are
to be rearranged and a four-track swing bridge is to be
thrown across the Harlem, to which tracks approaching
from the North and East will have access by means of
ramps.

Before entering into the legal agreement between the
railroad and the city the Board of Estimate & Apportion-
ment will have made available for a period of thirty days
a complete report accompanied by plans, so that the pub-
lic may have a full opportunity to present their views.

Ernest P. Goodrich, consulting engineer to the Borough
President of Manhattan; Charles W. Staniford, chief engi-
neer of the department of docks and ferries, and John F.
Sullivan, engineer of the bureau of contract supervision of
the Board of Estimate & Apportionment, are serving as
consulting engineers to the committee on port and terminals
of the Board of Estimate & Apportionment. These engi-
neers, in conjunction with the New York Central Railroad,
represented by its engineers, George A. Harwood, chief
engineer of electric zone improvements, and H. D. Jewett,
designing engineer west side improvements, prepared the
plans which have met with the approval of both the city
and railroad authorities for the proposed improvement and
the extension of facilities of the New York Central lines
within New York City, from the city line north of Spuyten
Duyvil Creek to a southerly terminal in the vicinity of
Canal and West Streets.

182

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 4

CONSTRUCTION IN MARCH ON BUFFALO-NIAGARA
FALLS HIGH-SPEED LINE

The International Railway, Buffalo, N. Y., has become
the legal owner of the right-of-way of the Frontier Electric
Railway between the Buffalo city line and Niagara Falls,
valued at approximately $1,200,000. The deeds transferring
the property from Marshall J. Dodge, New York, to the
company have been signed and everything is now in readi-
ness for the construction of the International Railway's
double-track high-speed service between Buffalo and Niagara
Falls through Tonawanda and North Tonawanda. There
were many changes of titles from the time the Buffalo,
Thousand Islands & Portland Railroad Company acquired a
route for a proposed electric freight service between Buffalo
and Niagara Falls. When the freight line was abandoned
years ago a holding company, known as the Fairland Realty
Company, was incorporated and the property turned over to
it. The deed calls for a strip 66 ft. wide from Buffalo to
Niagara Falls through Erie and Niagara Counties. It is
reported construction work will be started in March.

The Public Service Commission of the Second District
has made an order setting out the manner in which the new
high-speed line of the International Railway between Buffalo
and Niagara Falls shall cross the various streets, highways
and other tracks and approving the franchises which have
been granted by the cities and towns through which the line
will pass. As previously stated, most of the operation will be
on private right-of-way. Important roads will be crossed
on viaducts, as will all main lines of steam roads. The
franchises approved include those from the city of Buffalo
and town of Tonawanda for crossing Kenmore Avenue.
A condition of the order which the company will have
to accept is that if at any time in the future the crossings
not provided at grade should be sought to be eliminated,
the company will hold itself a party to such proceedings
as if it were a steam railroad, and will pay a steam rail-
road's share of the cost of such a separation of grades,
and not plead exemption as a street surface railway under
the law. In addition the commission requires the railway to
go to the Supreme Court for an order approving these
crossings in the village of La Salle and the towns of
Tonawanda and Wheatfield, and to accept and file with the
commission the agreement with the city of Buffalo whereby
the company is bound to pay its share of any future elimi-
nation of the crossing of Kenmore Avenue.

OPERATING AND CONSTRUCTION PROBLEMS
BEFORE CLEVELAND COUNCIL

By a vote of seventeen to nine the City Council at Cleve-
land, Ohio, enacted legislation on the evening of Jan. 17,
giving the Cuyahoga County Commissioners the right to
build subway approaches to the new Superior-Detroit bridge
across the Cuyahoga River. Mayor Harry L. Davis an-
nounced that he would give the ordinance close study.

Councilman Schwartz introduced an ordinance requiring
all cars to stop on signal at night, regardless of the alter-
nate stop practice. At the same time two resolutions re-
quiring that the Cleveland Railway furnish chairs for con-
ductors were adopted.

An ordinance was introduced by Councilman Sledz pro-
viding for the extension of the East Seventy-ninth Street
line to Broadway and along East Seventy-first Street to
Lansing Road.

Fielder Sanders, street railway commissioner, was in-
structed to report on the feasibility of issuing free trans-
fers to children on their way to and from school. Commis-
sioner Sanders was asked also to take up the question of
having cars stop on the near side of streets, and Council-
man Myers fathered an ordinance requiring that all cars
going toward the Public Square be operated as pay-as-you-
enter cars and all going in the opposite direction be oper-
ated as pay-as-you-leave cars. While this custom is ob-
served on some of the lines, it is not universal, because of
the difficulty encountered in the use of several different
.styles of cars.

Common Pleas Judge P. L. A. Lieghley has refused to
issue an order enjoining the cicy of Lakewood from putting
into operation the new franchise granted the Cleveland

Railway by referendum vote last November, as asked by
City Solicitor R. J. Curren on the request of a taxpayer.
The petition urged that the franchise does not comply with
the requirements of the new city charter.

The Cleveland, Akron & Canton Terminal Railway is pre-
paring to ask for a number of amendments to its fran-
chise within a few weeks. They deal with the engineering
problems met with in the construction of a freight subway
under East Fifty-fifth Street.

REPORT ON PITTSBURGH ORDINANCES

A more adequate system of transfers, the through route-
ing of cars and the ultimate construction of a downtown
subway loop were offered as a solution of the transportation
problem of Pittsburgh, Pa., by two committees of the Pitts-
burgh Chamber of Commerce in a joint report read on Jan.
18 at a luncheon in the Fort Pitt Hotel. The report ana-
lyzes the twenty-two traction ordinances in the interest of
the Pittsburgh Railways introduced for the second time in
the City Council on Jan. 17. The report states that, even if
amended to conform with the suggestions made in the re-
port, the ordinances would not deal adequately with the
transportation problem. One reason given for opposing the
ordinances is that they are not specific enough as to what
use the company will make of the grants. The report sug-
gests that the matter of service and transfers should be
made subjects of separate ordinances embodying an agree-
ment between the city and the various companies.

The ordinances for the traction franchises, which as pre-
viously noted were introduced in Council a second time on
Jan. 17, came up for consideration in committee on Jan. 18.
The Councilmen decided to begin consideration of the grants
on Jan. 21. It is expected at that meeting to decide upon
hours and days on which the various organizations interest-
ed in the ordinances may be heard.

The situation in Pittsburgh with respect to the franchises
was reviewed in the Electric Railway Journal of Jan. 8,
page 96.

HAPHAZARD SERVICE IN MEXICO CITY

The Mexico Tramways ever since their seizure about a
year ago by the Mexican leaders in power, have been suffer-
ing badly from slip-shod operation, according to information
received at the New York office of the Pearson Engineering
Corporation, Ltd., which is purchasing agent for the prop-
erty. The lack of technical experience of the present street
railway officials who were substituted for the former opera-
tors, and their inability to require of their motormen em-
ployees a skillful and economical operation of the reduced
number of cars now in service, are attested by the orders
which have been received from time to time by the New
York company for new electrical repair equipment, espe-
cially motor parts, such as armatures, field coils, commuta-
tors to replace those which have been burnt out and injured
through carelessness and ignorance in using excessive cur-
rent. In view of the high maintenance costs, arising from
unscientific management, it is not believed that the Mexican
officials have any intention of buying any new rolling stock
or other equipment, except that required for such repairs as
those above mentioned which are necessary to continue the
present reduced service.

TURBINES RATED AT 60,000 KW. BEING CONSID-
ERED FOR NEW YORK SUBWAYS

Both the General Electric Company and the Westinghouse
Electric & Manufacturing Company handed in bids and spe-
cifications on Jan. 19 to Henry G. Stott of the Interborough
Rapid Transit Company of New York City for two 60,000-
kw. steam-turbine units. Each unit will be made up of
three separate electric generators driven by one high-pres-
sure and two low-pressure turbines, the latter being con-
nected in multiple. These will be the largest steam turbines
in the world, the next largest having been ordered from the
General Electric Company recently by the Detroit Edison
Company and rated at 50,000 kva. No decision has been
reached as yet on the choice of turbines, the Interborough
Rapid Transit Company being undecided on single 60,000-
kw. units or the equivalent in 30,000-kw. turbines.

January 22, 1916]

ELECTRIC RAILWAY JOURNAL

183

MISSOURI ROAD PLANNING TO BUILD
The Kansas City & Tiffany Springs Railway has received
franchises from Clay and Platte Counties, Mo., for building
and operating the electric interurban across the county high-
ways. It will soon go before the utilities commission with
a request for permission to issue bonds, probably asking
for $35,000 a mile, and for issuance of stock. The company
is planning now to build only in Clay and Platte Counties,
the main line northward from Kansas City detouring to
reach Parkville on the route to Tiffany Springs, a spur ex-
tending to Campbellton. The purposes of the spur are to
touch the main line of the Quincy, Omaha & Kansas City
Railroad at Campbellton, and to open a tract of land be-
tween the main line and the town. The granting of the
Clay County franchise resulted in the circulation of rumors
that the company would build to Liberty, now served by the
Kansas City, Clay County & St. Joseph Railway. The
Tiffany Springs company, however, does not intend to build
to Liberty or St. Joseph, or to parallel any part of the St.
Joseph company's line. The Tiffany Springs company had
once entertained a tentative proposal to buy the 10 miles
of Quincy, Omaha & Kansas City track, not now used,
between Gower and Trimble, the latter being about 25 miles
north of Kansas City. The railroad company had sought
permission from the utilities commission to sell this 10
miles, and it is a possibility that the deal may yet be con-
summated at a price said to be less than $5,000 a mile. The
Tiffany Springs company is using an old graded right-of-
way near Parkville of a road begun forty years ago, the
graded portion of the projected steam road extending north-
eastward from Parkville to Smithville, and thence toward
the Iowa line, northward and eastward, touching country
not now served electrically and not well served by steam
road, as to passenger traffic.

NEW TRANSIT PROPOSITION IN CINCINNATI

City Engineer Frank Krug has suggested that a tunnel
be built under Price Hill in which cars may be operated in
connection with the rapid transit loop. The Rapid Transit
Commission, through President E. W. Edwards, has been
in consultation with a number of steam railroads entering
the city and finds that they are ready to proceed with the
construction of a new union depot. This information was
necessary in order to know just how the loop tracks should
be built.

Mr. Edwards intimated at a recent meeting that Eastern
interests have begun negotiations for the lease of the loop.
Letters favorable to making connection with the loop have
been received from all interurban railways except the Cin-
cinnati, Milford & Loveland and the Cincinnati & Columbus,
both of which state that financial conditions will prevent
them from building their own connections. The commis-
sion, however, expressed the belief that the city should not
build the connections and that the companies would find a
way to do this on account of the advantages it will offer.

A letter was received from Charles L. Henry, president of
the Indianapolis & Cincinnati Traction Company, in which
he says that all preparations have been made to extend
the Rushville line by way of Brookville and Harrison to
Cincinnati, if arrangements can be made to have the cars
reach the business section of the city. The line would enter
the city over the Cincinnati & Westwood road at Queen City
Avenue. Mr. Henry wants the city to build a viaduct at
that point over the steam railroad tracks to carry both the
railway tracks and general traffic.

REPORT ON AMENDED BUS PETITION IN NEW YORK

The bureau of franchises has presented to the Board of
Estimate of New York City its preliminary report upon
the amended application of the Fifth Avenue Coach Com-
pany for the right to operate motor buses in the Borough
of Manhattan. In its summary of conclusions the bureau
says:

"1. That any franchise providing for compensation to
the city, based on net profits, should also provide for city
supervision of all operations in and about such enterprise.

"2. Such provisions would require a technical staff to
protect the city's interest, which would probably incur more
expense than would be warranted by the return to the city.

"3. A franchise providing for compensation to the city
on the basis of gross receipts is generally more advanta-
geous to the city than one based on net receipts.

"4. The contract submitted by the Fifth Avenue Coach
Company does not give the city sufficient supervision to in-
sure the collection of any sum in excess of $75,000 yearly.

"If the board does not deem it advisable to depart from
its heretofore fixed policy in this respect, then there is to
be determined what action should be taken upon the pro-
posal of the New York Motor Bus Company, Inc. If, how-
ever, the board feels that it should consider a franchise
providing for compensation to the city on the basis of net
receipts, then it would seem that the board should draft a
contract which will, in so far as possible, protect the in-
terests of the city, and then request proposals based on
that form of contract."

CHICAGO ENGINEERING BOARD APPROVED BY
TRANSPORTATION COMMITTEE

The local transportation committee of the City Council of
Chicago has approved the recommendations of the sub-
committee in regard to the appointment of Messrs. Arnold,
Ridgway and Parsons as a board of engineers to inquire into
and report on transit conditions in Chicago. The ordinance
covering the appointments has been sent to the Council.
Final action upon the measure is expected to be taken dur-
ing the week ended Jan. 29.

It is estimated that the cost of doing the work intrusted
to the engineers will be approximately $220,000, with
$30,000 for each of the three engineers and $130,000 for
the engineering staff. Although the date for the completion
of the report is set for March 1, the ordinance is so worded
that the time may be extended. As a matter of fact it is
not expected that the report will be ready to submit until
perhaps along in the summer or the fall of this year.

EXPERTS IN NEW DEFENSE PLAN

Details of the plan devised by a committee of the Naval
Consulting Board for rendering available in time of war the
industrial resources of the United States were announced
on Jan. 15 by the Secretary of the Navy.

The scheme of organization, to which public attention was
drawn for the first time on Jan. 14 in a letter from President
Wilson read at the National Democratic Club, is to be car-
ried out through the American Institute of Mining Engi-
neers, the American Society of Civil Engineers, the Ameri-
can Society of Mechanical Engineers, the Institute of Elec-
trical Engineers and the American Chemical Society.

These societies will be called upon to appoint a board of
five members for every State in the Union, which will un-
dertake the task of getting information regarding manufac-
turing facilities, resources and capacity for the production
of military supplies. With the manufacturing plants so en-
rolled, it is proposed to place small orders which will keep
them in touch and trained for use in emergencies.

The purpose as announced by President Wilson is "to as-
sist the Naval Consulting Board in the work of collecting
data for use in organizing the manufacturing resources of
the country for the public service in case of emergency."

New Bedford Employees Ask for Increase. — Representa-
tives of the 500 employees of the Union Street Railway
Company, New Bedford, Mass., have asked for a wage in-
crease to a maximum of 35 cents an hour, with changes in
working conditions.

New Working Agreement in Augusta. — The Augusta-
Aiken Railway & Electric Corporation, Augusta, Ga., has
signed a three-year contract with its men. The men are
to be paid by the hour and there is to be a sliding scale
based on the length of service with maximum pay to five-
year men.

Toledo Asks Commission to Rescind Appraisal Action. —
City Solicitor Harry S. Commager of Toledo, Ohio,
appeared before the Ohio Public Utilities Commission on
Jan. 17 and presented arguments against the postponement
of the date on which the Toledo Railways & Light Company
is to file its inventory and appraisal. He stated that the
city desires action at once. The commission had already
postponed the date to July 1.

184

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 4

Brooklyn Company Objects to Cleaning Paths Between
Elevated Tracks. — A writ of certiorari has been issued
by Justice Whitaker of the Supreme Court to the Brooklyn
Rapid Transit Company directing the Public Service Com-
mission to produce in court all of the records relating to an
order issued by it in reference to the cleaning of the paths
between the tracks of the elevated railroad structures. The
petitioner said that the order of the commission was unjust,
illegal and unnecessary.

Increase in Wages in Dallas. — The Dallas Consolidated
Electric Street Railway, the Rapid Transit Railway, the
Metropolitan Electric Street Railway and the Northern
Texas Traction Company have increased the wages of all
trainmen approximately 5 per cent. The increase is 1 cent
an hour for both motormen and conductors. The old scale
of wages ranged from 20 cents to 25 cents an hour; the
new scale will range from 21 cents to 26 cents.

Workmen's Compensation Measure in Kentucky. — The
proposed workmen's compensation measure has been intro-
duced into the Kentucky Legislature, now in session. The
measure was drafted during the summer by a volunteer
commission on which manufacturers, shippers and labor
were represented. No State fund is provided for and
employers may, according to the draft as it exists at this
time, insure with a commercial company, with a mutual
concern, or carry their own insurance if they can show
that they are able to do so.

Railroad Securities Bill Introduced. — Mr. Miller of Min-
nesota has introduced into the House of Representatives a
bill to regulate the issue of securities by transportation,
telegraph and telephone companies engaged in interstate
commerce. The Interstate Commerce Commission would
receive general supervision over the issue of securities by
corporations subject to the terms of the bill, and in every
instance the corporation would be required to inform the
commission fully as to details of any such proposed issue,
the disposition of the proceeds and such other information
as the commission might require. Penalties of fine and im-
prisonment are provided in cases of violations.

Full Proceedings of Valuation Conference Now Published.
— The Utilities Bureau, 1009 Finance Building, Philadelphia,
has just published the January issue of The Utilities Maga-
zine containing the complete proceedings of the Conference
on Valuation held in Philadelphia on Nov. 10 and 11, 1915.
Abstracts of the papers and discussions at this conference
were published in the Electric Railway Journal of Nov.
13 and 20. The full report now issued, with the revised dis-
cussions, is divided into thirteen parts covering the follow-
ing topics: Reproduction theory, original cost, franchise
values, land values, depreciation, going value, unit prices,
financial aspects of valuation and regulation, making and
maintenance of priced inventories, valuation by approxima-
tion, opinion testimony, constitutional protection in valua-
tion, and valuation and the future of public utilities. The
price of this special issue is $2.

New York Commission Reports to Legislature. — The an-
nual report of the Public Service Commission for the First
District of New York was submitted to the Legislature
during the week ended Jan. 15. It shows the heaviest
year's work in the history of the commission. The report
states that seventy-three contract sections upon the city-
owned lines of the dual system of rapid transit are either
completed or under way, leaving only sixteen sections yet
to award. Rapid transit contracts awarded during the year
1915 aggregated more than $26,000,000. During the year
the commission held 812 hearings, considered 337 formal
cases and held 118 meetings. The reports of accidents on
railroads and street railways for the year show a decrease
in the total number of accidents and a decrease in the num-
ber of persons killed from 292 in 1914 to 237 in 1915.

New York Transit Improvements Go into Service. — Sev-
eral of the improvements in the transit facilities of Greater
New York made under the dual contracts have been com-
pleted and placed in service since Jan. 1. The third track
on the Manhattan Elevated Railway, described and illus-
trated in the Electric Railway Journal for Jan. 15, was
opened for service on Jan. 17. On Jan. 15 the Brooklyn
Rapid Transit System placed in service the Fourth Avenue
subway extension to Eighty-sixth Street and on Jan. 17 the

same system installed service on the center track which has
been installed on the Broadway elevated line. This service,
however, applies only to the line below Myrtle Avenue on
Broadway across the Williamsburg bridge into the Center
Street subway. Work north of Myrtle Avenue is in progress
on both the stations and the third track.

Contract Let for Tunnel Under East River. — The Public
Service Commission for the First District has awarded the
contract for the construction of Section No. 3 of Route No. 8,
the tunnel portion of the Fourteenth Street-Eastern District
rapid transit railroad, to be operated by the New York
Municipal Railway Corporation, to Booth & Flinn, Ltd., the
lowest bidders, for $6,639,023, subject to a stipulation to
which the bidders have already agreed, that they will com-
plete the tunnel ready for operation in twenty-seven months
instead of thirty-four months, as called for in the original
draft of the contract. Bids for th^j construction of this
section were opened on Dec. 7, 1915. The section runs
from a point under Fourteenth Street, Manhattan, about 80
ft. west of Avenue B, to and under the East River to a
point under North Seventh Street, Brooklyn, near Bedford
Avenue. The plans call for a two-track railroad.

Increase in Franchise Valuations in New York City. —
The State Tax Commission of New York announced on
Jan. 14 that it had added $41,970,700 to the special franchise
valuation of corporations in New York. The increase is the
largest in franchise valuations ever made in one year in
New York State. The Brooklyn Rapid Transit system fran-
chise was assessed at $6,202,600 more than last year. The
Third Avenue Railway valuation was raised $8,016,700.
Basing its valuations on the revenue, the commission de-
creased the franchise valuation of the New York Railways
system by $5,561,000, placing its assessment figure at $29,-
439,000. The Manhattan (Elevated) Railway also got a
decrease of $5,367,000. The total increases for New York
City were $53,366,900, and the total reductions $11,396,200,
making a total increase over the 1915 figures of $41,970,700.
The total value of special franchises in New York City for
1916 is placed at $459,755,850. The special franchise valua-
tions for the rest of the State will be made public soon.

PROGRAMS OF ASSOCIATION MEETINGS

United States Chamber of Commerce

The fourth annual meeting of the Chamber of Commerce
of the United States of America will be held at Washington,
D. C, on Feb. 8-10. The questions to be considered include
those of both domestic business and foreign trade.

Central Electric Railway Association

A four-day cruise is being arranged for the June meet-
ing of the Central Electric Railway Association. The
steamer South America of the Chicago, Duluth & Georgian
Bay Transit Company will be chartered to leave Toledo,
Ohio, at 11 a. m. on June 27, reaching Detroit between 3.30
o'clock on the afternoon of the first day and arriving at the
Soo locks at 12.30 p. m. on June 28. The steamer will ar-
rive at Mackinac Island, Mich., at 5 a. m. on June 29,
and leave at 10 a. m. for Harbor Springs, where another
stop of two hours will be made, following which the boat
will proceed to Macatawa Park or Holland, Mich., arriving
at 7.30 a. m., June 30, and end the cruise at Benton Harbor,
Mich., at 11.30 a. m.

New England Street Railway Club

The regular monthly meeting of the New England Street
Railway Club will be held at the American House, Boston,
Mass., on Jan. 25. The meeting will be an innovation. It
will be a manufacturers' night, in charge of a committee
representing the manufacturing interests in the club. A
special program has been arranged. At the close of the
dinner the regular meeting will be held, followed by a brief
address by Cornell S. Hawley, president of the Laconia Car
Company and past-president of the American Electric Rail-
way Manufacturers' Association. Mr. Hawley's subject
will be "Relations of the Street Railways and the Manufac-
turers." After Mr. Hawley's address an entertainment will
be given in the form of modern minstrelsy by the New Eng-
land Street Railway Club jubilee singers.

January 22, 1916]

ELECTRIC RAILWAY JOURNAL

185

Financial and Corporate

ANNUAL REPORTS

Lehigh Valley Transit Company

The statement of income, profit and loss of the Lehigh
Valley Transit Company, Allentown, Pa., for the years
ended Nov. 30, 1914 and 1915, follows:

„ „ 1915 1914

Revenue from transportation :

Passenger revenue $1,550,125 $1,446,694

Other transportation revenue 99,297 78,076

$1,649,422 $1,524,770

Revenue from other railway operations :

power sales, etc 407,453 344,235

Total operating revenue $2,056,875 $1,869,005

Operating expenses 1,130,835 1,052,693

$926,040 $816,312

Taxes 73,552 97,961

Operating income $852,488 $718,351

Non-operating income 136,146 122,948

Gross income $98S,634 $841,299

Deductions from gross income :

Interest on funded debt $550,279 $530,894

Rent for leased roads, etc 64,172 53,341

Interest on unfunded debt 2,035 17,915

Amortization of discount on funded debt.. 20,441 20,432

Miscellaneous debits: legal expenses, etc.. 28,319 10,596

$665,246 $633,178

Net income $323, 3S8 $208,121

Notwithstanding the unsettled business conditions pre-
vailing during the major part of the fiscal year, the com-
pany showed the largest earnings in its history. The op-
erating revenue for the year increased $187,870 or 10.05
per cent. This increase was made up of an increase of
$103,431 or 7.15 per cent in passenger revenue, $21,221 or
27.18 per cent in other transportation revenues, and $63,218
or 18.36 per cent in non-transportation revenue. The in-
crease in operating expenses, however, amounted to $78,142
or 7.42 per cent, while taxes decreased $24,409 or 24.90 per
cent.

As a result of these changes the operating income showed
an increase of $134,137 or 18.67 per cent. The non-operat-
ing income increased $13,198 or 10.07 per cent, but the
deductions from income increased to a greater extent,
$32,068 or 5.068 per cent, on account of larger interest and
rental payments and legal expenses, etc. Net income finally
gained $115,267 or 55.38 per cent. Out of this amount divi-
dends of $174,288 or 3% per cent on the outstanding pre-
ferred stock were paid, and the surplus was increased from
$191,374 to $344,295 or 79.9 per cent.

During the year the freight service of the company was
extended to Norristown and Telford, improvements were
made to the freight stations at Allentown, Perkasie and
South Bethlehem, and two trail cars were built to care for
the increasing business. Although the steam roads raised
their freight rates during the year, the rates of the Lehigh
Valley Transit Company remained the same as originally
filed. The surplus from the freight business increased
$2,781 or 22 per cent during the year. The surplus from
the Adams Express business increased $1,101 or 13.5 per
cent. The company operates a freight service that con-
nects with the lines of the Philadelphia Rapid Transit Com-
pany at Chestnut Hill, Philadelphia.

The company suffered an approximate loss in receipts of
$25,000 on account of jitney competition, which was espe-
cially noticeable in April, May and June. It is said that
the physical characteristics of the territory served by the
company are not favorable to jitney operation on a large
scale.

Beginning with the fiscal year 1911, there was credited
to maintenance, renewals and depreciation an amount equal
to 22 per cent of the gross earnings of the railway lines.
All items of maintenance and renewals are charged to this
account, the balance being set up to accrued depreciation
reserve. This showed a credit of $229,537 as of Nov. 30,
1915.

Washington Railway & Electric Company

The statement of income, profit and loss of the Washing-
ton Railway & Electric Company, Washington, D. C, and
its subsidiary companies for the calendar year 1915 follows:

Gross earnings from operation $5,191,627

Miscellaneous income 22,328

Gross income $5,213,955

Operating expenses < including taxes and depreciation) 3,009,072

Gross income less operating expenses, taxes and de-
preciation $2,204,883

Fixed charges 1,187,997

Surplus income $1,016,886

Preferred stock 5 per cent dividend $425,000

Common stock 7 per cent dividend 455,000

$136,886

Distribution to conductors and motormen under profit-
sharing plan $15,527

Sinking fund requirements — Potomac Electric Power

Company 105,400

Miscellaneous items — net credit 6,958

Credit to profit and loss $22,917

The gross earnings from operation during 1915 showed
a material increase of $143,192 or 2.8 per cent. The mis-
cellaneous income, however, decreased $11,562 or 34.1 per
cent, so that the gross income increased $131,629 or 2.5
per cent. The operating expenses, including taxes and de-
preciation, increased $115,336 or 3.9 per cent, with the re-
sult that the gross income less such charges increased only
$16,293 or 0.74 per cent. Fixed charges also increased
$10,880 or 0.92 per cent, and the surplus income gained
$5,413 or 0.53 per cent.

The operating expenses as above indicated included the
sum disbursed or set aside for maintenance and deprecia-
tion on both the railway and the lighting properties, the
amount being $921,940, an increase of $68,612 over 1914.
With the current credit to profit and loss, the total profit
and loss surplus is now $1,043,346, the balance on Jan. 1,
1915, having been $1,020,429. During the year the railway
carried 65,536,072 revenue passengers and 20,378,525 free
transfer passengers, a total of 85,914,597. This was an in-
crease of 442,992 over 1914. A total of 10,701,755 miles
was traveled by the cars of the company.

At the annual meeting of the company on Jan. 15 Oscar
L. Gubelman was elected a director to succeed William B.
Hibbs, resigned. Mr. Gubelman is connected with the
New York banking house, Knauth, Nachod & Kuhne.

Chicago City & Connecting Railways Collateral Trust

The surplus income of the Chicago City & Connecting
Railways Collateral Trust, Chicago, 111., for the year ended
Dec. 31, 1915, amounted to $57,299 after the payment of
$500,000 on participation shares. A statement regarding
the non-payment of the full cumulative annual dividend on
the preferred participation shares was published in the
Electric Railway Journal of Jan. 15. The financial
statement of the company for the year follows:

Dividends $1,704,352

Interest 88,855

Other income 21,956

Gross income $1,815,163

Interest on bonds $1,094,750

Bond redemption 105,000

Interest on bills payable 24,784

General expense 24,557

Taxes 8,772

Total disbursements $1,257,864

Net income $557,299

Deduct: Dividends on participation shares 500,000

Surplus income $57,299

Louisville Railway

Notwithstanding depression in business, an increased
number of privately owned automobiles and competition
from jitney buses, the Louisville (Ky.) Railway closed
the year 1915 with an increase in surplus earnings, all
regular dividends paid and improvements amounting to
$100,000 nearly completed. The increase, not large, was
gained by economies, increased efficiency and "safety first."
The estimated decrease in gross earnings up to Dec. 31

186

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 4

was $250,000, while there was a decrease of $280,000 in
expenses. Increased taxes and increased interest charges,
however, narrowed the margin. For the city lines and
those of the Louisville & Interurban Railway together, the
increase in surplus earnings for eleven months was $4,189.
The interurban lines brought most of the increase, the city
lines' share being only about $100.

During the year a reduction was secured in the cost
of damage suits, the safety campaign receiving the credit
therefor. The fuel bill was reduced by $24,000 through the
use of the new power house at Twentieth and High Streets,
while curtailments and reductions in various departments
made up the other savings. In regard to revenues, it is
said that noticeable improvements in the weekly state-
ments were apparent for more than a month, the last week
in November showing daily increases for the first time in a
year and a half. An especially encouraging feature is the
fact that receipts from lines serving industrial sections are
now showing substantial increases.

Trackage improvements have included the reconstruction
of a large part of the Market Street line and the exten-
sion of the Chestnut Street line to Shawnee Park via Madi-
son Street. These two improvements alone make up vir-
tually the whole of the $100,000 expended. An additional
$30,000 will be expended this year on the latter extension,
which will shortly be in operation.

Jitney competition has not as yet proved so serious a
problem for the Louisville Railway as it has in some other
sections. At present about forty cars are running under
municipal restrictions, while at the most during the last
summer not more than eighty were in operation. One
company which undertook to operate a line of buses, con-
structed to carry ten or more passengers, failed, and the
cars are now hauling building materials.

IMPROVED CONDITIONS IN CENTRAL STATES

Referring to conditions in the market for investment
securities, the investment banking firm of Bowman, Cost
& Company, St. Louis, Mo., says that a noticeable improve-
ment has been registered in the last month for both long-
term and short-term issues of public service corporations.
Where theretofore the inquiry converged on the undistrib-
uted mortgage obligations of successful companies, the ap-
petite of the public (due to a growing return of confidence
as well as the superabundance of idle funds) has unques-
tionably been whetted by the splendid showings of earn-
ings in many instances. Moreover, it is felt that the broader
viewpoints of many public service commissions in the mat-
ter of rates, capitalization, competition and other elements
of utility operation, must not be overlooked in a considera-
tion of the more favorable conditions. For that matter,
the attitude of the public should also be cited, as regards
indiscriminate rivalry between municipally-owned and pri-
vately-operated plants. The vote at Springfield, Mo., on
Jan. 11 against municipal ownership is said to have regis-
tered a significant change in public opinion in some of the
smaller communities. In general, the firm finds a substan-
tial inquiry for good mortgage obligations and looks for
continued improvement in prices, barring the unforeseen.
Quotations are yet below the normal in many instances, but
this is a condition which will not last indefinitely in view
of the consecutive showings of profits by leading utilities.

OAKLAND-ANTIOCH EARNINGS IMPROVING
Report for Five Months Ended Nov. 30, 1915, Shows Encour-
aging Volume of Business — Freight Earnings
Show Big Increase

A report of earnings for the Oakland, Antioch & Eastern
Railway, Oakland, Cal., for November, 1915, and the five
months ended Nov. 30, 1915, which has just been made
public, shows a volume of business which the management
regards as very encouraging. The operating expenses in
November amounted, it is estimated, to only 53 per cent
of the operating revenue, while the operating expenses for
the entire five-month period were 50 per cent of the oper-
ating revenue. An interesting feature of the report is that
freight earnings for November, 1915, were 68 per cent
greater than in November, 1914. Despite the abnormally

heavy travel caused by the exposition, the freight-earning
increase for November, 1915, was proportionately larger
than the passenger increase. Comparative statements for
these periods are as follows:

Month op

November

1915
. . $65,949
34,518

1914
$40,550
32,996

Increase
$25,399
1,522

Operating income

Deductions, taxes

$31 431

2,240

$7,554
l!081

$23 877
l,'l59

$29,191

$6,473

30

$22,718

Five Months

Ended Nov.

1915
$316,532
174,808

1914
$259,338
172,905

$57,193
1,902

. , $141,724
11,200

$86,433
5,763

$55,291
5,437

. , $130,524

$80,670

$49,854

Officials of the company have unofficially stated that the
volume of business done since the close of the exposition
has been considerably greater than was anticipated, and
that as a result the financial outlook for the road has
materially improved. The company expects to defeat the
application for a receivership recently filed in the local
courts, as noted in the Electric Railway Journal of Jan. 8.

Caldwell (Ida.) Traction Company, Ltd. — The total re-
ceipts of the Caldwell Traction Company, Ltd., for 1915
(December estimated), amounted to $14,783, while the total
operating expenses for the year were $11,371, leaving a net
of $3,412. The estimated net for 1916, covering the old
lines and the Wilder branch, is set at $17,046. The total
reproduction cost of the company's property is fixed at
$173,955.

Central Arkansas Railway & Light Corporation, Hot
Springs, Ark. — The Central Arkansas Railway & Light
Corporation, a subsidiary of the Federal Light & Traction
Company, has called for tenders through the Columbia
Trust Company for as many of its first lien fifteen-year 5
per cent sinking-fund bonds as may be purchased with
$32,733, now available for the sinking fund.

Chicago (111.) City Railway. — The Illinois Trust & Savings
Bank, the First Trust & Savings Bank and Lee, Higginson
& Company are offering at 99% and interest $1,000,000 of
first mortgage 5 per cent gold bonds of the Chicago City
Railway of 1907 due on Feb. 1, 1927, but redeemable as a
whole upon any interest date before maturity, at par and
interest, but only in case the property shall be purchased
by the city or its lawful licensee.

Chicago (111.) Railways. — The Chicago Railways has sold
to Harris, Forbes & Company an additional $1,500,000 of
first mortgage 5 per cent twenty-year bonds, making the
total amount of these bonds outstanding $54,455,000.

Cincinnati, Dayton & Toledo Traction Company, Hamilton,
Ohio. — The twenty days of grace within which the Ohio
Electric Railway was to pay its rental to the Cincinnati,
Dayton & Toledo Traction Company expired on Jan. 14 with
the rental unpaid. J. M. Hutton, chairman of the bond-
holders' protective committee, returned on Jan. 17 from
Philadelphia, where he had conferred with Randall Morgan
and the interests associated with him in the control of the
Ohio Electric Railway. A proposal from that company will
probably soon be submitted to the committee. Seemingly
the committee is disposed to insist upon the payment of the
rental and the continuance of the present basis of settle-
ment. It is said that the committee has plenty of financial
backing to warrant it in reorganizing the company to
operate its own line. Previous items referring to this case
were published in the Electric Railway Journal of Jan.
1 and 15.

Columbus Railway, Power & Light Company, Columbus,
Ohio. — The Columbus Railway, Power & Light Company
has sold $3,500,000 of 5 per cent first refunding and exten-
sion mortgage bonds to E. W. Clark & Company, Phila-
delphia, and Kissel, Kinnicutt & Company, New York. In
connection with the sale of these bonds the company has
called for payment $2,639,000 of its underlying bonds.

January 22, 1916]

ELECTRIC RAILWAY JOURNAL

187

Dallas (Tex.) Electric Company. — Stone & Webster and
the Old Colony Trust Company, Boston, Mass., are offering
at 99 y2 and interest to yield 6.12 per cent $750,000 of Dal-
las Electric Company terminal mortgage five-year 6 per
cent coupon notes in the denomination of $500 and $1,000.
The notes are a direct obligation of the Dallas Electric
Company and are secured by a first mortgage on the ter-
minal facilities and office building of the Dallas Interurban
Terminal Association.

Fresno (Cal.) Interurban Railway. — The California Rail-
road Commission has authorized the Fresno Interurban
Railway to issue $212,500 of common stock of a par value
of $100 at not less than $80 a share and $350,000 of first
mortgage 6 per cent twenty-five-year bonds previously
authorized at 90 per cent of their face value. The com-
mission has further authorized the company to issue 6
per cent certificates of indebtedness for $350,000 to net
the full face value. These issues are to refund 580 shares
of common stock and $110,000 of bonds previously author-
ized, the balance to be used as heretofore directed.

General Gas & Electric Company, New York, N. Y. —
Among the utility properties reporting good earnings for
1915 is the General Gas & Electric Company, which con-
trols various electric, gas and railway properties, including
the Rutland Railway, Light & Power Company, Rutland,
Vt., and the Northwestern Ohio Railway & Power Company,
Toledo, Ohio. Each of the properties showed an increase
in gross earnings over 1914, the aggregate being $227,532
of 10.3 per cent. December earnings increased $43,016 on
the combined properties. Of the earnings of 1915, 66.2
per cent were from electric light and power companies;
19.9 per cent from gas companies, and 13.9 per cent from
railway properties. The regular quarterly dividend of 1.75
per cent on the cumulative preferred stock was paid on
Jan. 3, together with past accumulations aggregating 0.75
per cent. This pays up all past accumulations and places
the stock on a regular 7 per cent basis. The properties of
this company are operated by W. S. Barstow & Company,
Inc., New York.

Illinois Traction System, Peoria, 111. — The Illinois Public
Utilities Commission has authorized the St. Louis, Spring-
field & Peoria Railroad to issue $1,000,000 of 5 per cent pre-
ferred stock and the Bloomington, Decatur & Champaign
Railroad to issue $500,000 of 5 per cent preferred stock to
retire like amounts of general mortgage bonds. The
application of these companies, which are subsidiaries of
the Illinois Traction System, was noted in the Electric
Railway Journal of Dec. 18.

Lancaster & York Furnace Street Railway, Millersville,
Pa. — It is reported that the Lancaster & York Furnace
Street Railway and the controlled Lancaster & Southern
Street Railway have suspended operations owing to financial
troubles. An application for a receiver for these companies
was noted in the Electric Railway Journal of Jan. 1.

People's Street Railway, Wanamie, Pa. — Q. A. Gates and
Charles E. Graham, Wilkes-Barre, Pa., have asked the
court in that city to appoint a receiver for the People's
Street Railway of Nanticoke and Newport, Pa. They are
also seeking an injunction to restrain the majority stock-
holders from paying to the officers of the company salaries
which they claim are excessive. The plaintiffs also charge
that the majority stockholders permitted a franchise in
Warrior Run to expire through neglect and that the officers
have used company funds to build dwellings on land the
company does not own.

Petaluma & Santa Rosa Railway, Petaluma, Cal. — The
California Railroad Commission has authorized the Peta-
luma & Santa Rosa Railway to issue interest coupons ma-
turing on Oct. 1, 1916, and April 1, 1917, as evidence of
the interest to accrue on the outstanding 217 second mort-
gage bonds. These bonds matured on April 1, 1915, but
were extended for two years with the provision that semi-
annual interest should be regularly paid. For coupons
maturing on Oct. 1, 1915, and April 1, 1916, it was held that
commission authorization was not necessary, such coupons
falling under the one-year indebtedness clause.

Portland Railway, Light & Power Company, Portland,
Ore. — Preliminary statements of earnings of the Portland
Railway, Light & Power Company show considerable im-

provement during the last quarter of the year. The net
earnings were as follows: September, $196,000; October,
$237,800; November, $246,300; December, $268,500. The
net earnings for the year are said to be $2,987,974.

San Francisco, Napa & Calistoga Railway, Napa, Cal. — A
circular which has been sent to the first mortgage bond-
holders of the San Francisco, Napa & Calistoga Railway in
regard to the favorable showing of the company says in
substance that damage claims amounting to $135,000 from
the wreck of June, 1913, have been paid out of earnings
and a $36,000 stock assessment, without abnormally in-
creasing the floating debt. For the year ended Nov. 30,
1915, the company showed net after taxes, etc., of $79,145.
Deducting $36,000 for bond interest, a balance of $43,145
remained for corporate purposes.

Seattle (Wash.) Municipal Street Railway. — According to
the report of A. L. Valentine, superintendent of public
utilities, the two municipal railway lines of the Seattle
Municipal Street Railway were operated during December
at a loss of $2,713. Loss on the Lake Burien line, Division
"C," amounted to $889, while the loss on Division "A"
totaled $1,824.

United Railroads of San Francisco, San Francisco, Cal. —

The California Railroad Commission on Jan. 14 authorized
the United Railroads of San Francisco to issue 6 per cent
interest coupons payable on June 30, 1916, to be attached to
400 outstanding bonds of the Ferries & Cliff House Railway.
The United Railroads must call in the interest coupons now
attached to these bonds and substitute the new ones. A
detailed note regarding the application in this case was
published in the Electric Railway Journal of Jan. 15.

Washington Water Power Company, Spokane, Wash. —
D. L. Huntington, president of the Washington Water Power
Company, in a recent statement to the Council of Spokane,
said the company's street railway business was being con-
ducted at a loss, and that he understood that this was also
true of the operation of the lines of the Spokane Traction
Company, controlled by the Spokane & Inland Empire Rail-
road. The consolidation of the two local lines has been
suggested before, but, it is declared, the absorption of one
system by the other has not proved practicable. The
organization of a holding company has been advanced as a
possible solution of the objections raised to an actual
merger. The jitney bus and the increasing number of
privately owned automobiles are said to have affected the
earnings of the companies materially.

Waverly, Sayre & Athens Traction Company, Waverly„
N. Y. — The stockholders of the Waverly, Sayre & Athens
Traction Company and the Sayre Railway at their recent
annual meetings voted to consolidate under the name of the
former company. The Sayre Railway, a 1.5-mile line, was
formerly operated under a perpetual lease, and all its stock
was owned by the Waverly, Sayre & Athens Traction
Company.

DIVIDENDS DECLARED

Cities Service Company, New York, N. Y., monthly, one-
half of 1 per cent, preferred.

Columbus Railway, Power & Light Company, Columbus,
Ohio, quarterly, 1% per cent, preferred, Series B; quarterly,
1% per cent, common.

Lewiston, Augusta & Waterville Street Railway, Lewis-
ton, Me., quarterly, 1% per cent, preferred.

Milwaukee Electric Railway & Light Company, Milwau-
kee, Wis., quarterly, IV2 per cent.

Montreal (Que.) Tramways, quarterly, 2% per cent.

ELECTRIC RAILWAY MONTHLY EARNINGS

AMERICAN RAILWAYS, PHILADELPHIA, PA.

Operating Operating Operating- Fixed Net

Period Revenues Expenses Income Charges Income

lm., Dec, '15 $508,830

1 14 480,710

12 15 5,436,895

12 " " '14 5,559,535

lm
I

6
6

PHILADELPHIA (PA.) RAPID TRANSIT COMPANY

m., Dec, '15 $2,213,472 $1,237,668 $975,804 $815,497 $160 307

14 2,074,522 1,202,653 871,869 807,016 64 853

•15 12.416,972 6,959,936 5,457,036 4,895,793 561*243

•14 11,945,123 6,898,7.21 5,046,402 4,847,955 198'441

188

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 4

Traffic and Transportation

STUDYING ELECTRIC RAILWAY GRADE
CROSSINGS

At a meeting of the executive committee of the Syracuse
conference for greater safety at electric railway grade
crossings, held in the offices of the Second District Public
Service Commission at Albany, N. Y., on Jan. 14, definite
steps were made toward the study of the problem of protec-
tion for both the electric railways and vehicles which the
executive committee will later formulate into a possible
legislative program. Committees on which will be ap-
pointed both automobilists and representatives of the rail-
ways, with State officials, were provided for to make recom-
mendations on the various phases of the problem for which
the members of each will be best qualified. These commit-
tees, six in number, with the character of membership, are
as follows:

Physical surroundings of crossings — Two railway men,
two motorists and Edwin Duffey, State commissioner of
highways.

Fixed signs and signals — One railway man, one motorist
and Mr. Duffey.

Methods of operation — One railway man, one motorist
and Francis M. Hugo, Secretary of State.

Car and vehicle signal equipment — One railway man, one
motorist and the Secretary of State.

Publicity and education — Twenty-four members from all
parts of the State.

Regulation of urban traffic — Three motorists, two rail-
way men, Commissioner Duffey and the Secretary of State.

The meeting of the committee on Jan. 14 was called to
order by Seymour Van Santvoord, chairman of the Public
Service Commission and of this committee. George A.
Ricker, consulting engineer of the New York State Auto-
mobile Association, was made secretary of the committee.
General discussion related largely to the need of publicity
and the education of the public as to safety at electric rail-
way grade crossings.

The grade crossing elimination act applies only to steam
raliroads, and there is at the present time no statutory pro-
vision for greater safety at electric railway crossings nor
no standard practice in protecting these crossings. With
the growing use of the automobile, accidents at these
crossings have increased, and it is the hope of this confer-
ence that means may be devised to minimize them through
better protection, the standardization of signals and opera-
tion, and possibly through legislation. The next meeting
of the executive committee will be held in Syracuse within
two or three weeks.

Those who were present at the meeting in Albany on
Jan. 14 were: Seymour Van Santvoord, Charles R. Barnes,
electric railway inspector of the commission; Thomas Pen-
ney of the International Railway, Buffalo; Peter G.
Ten Eyck, third vice-president of the New York State
Automobile Association, Albany; James P. Barnes, New
York Electric Railway Association, Rochester; B. E. Tilton,
New York State Railways, Rochester; George C. Diehl,
American Automobile Association, Buffalo; Howard Oster-
hout, representing the Secretary of State, Albany; George
A. Ricker, consulting engineer of the New York State Auto-
mobile Association, Albany, and Edwin Duffey, state com-
missioner of highways.

UNIFORM REGULATIONS FOR STREET TRAFFIC

Among the important features of the standard code of
traffic regulations as compiled by the street traffic com-
mittee of the Safety First Federation of America are the
following:

Prohibiting the use of the muffler cut-out.
Prohibiting excessive emission of smoke or gases.
Prohibiting the unnecessary use of warning signals.
Providing that all vehicles shall carry lights from one
hour after sunset to one hour before sunrise.

Approval of the near-side stop regulation for street cars.

Providing car-stop safety zones for persons getting on
or off street cars.

Providing for protecting the car-stop safety zones from
encroachment by vehicles, either moving or standing.

Requiring that all vehicles must come to a full stop at
least 5 ft. behind a street car when stopping or which has
stopped to receive or discharge passengers.

Requiring pedestrians to cross the street at the regular
crossing, to cross with the traffic and comply with the sig-
nals of traffic officers.

Recommending the licensing of all motor vehicle drivers
or operators, subject to suspension or revocation by the
issuing authority. It is contended that the adoption of this
regulation by the various State Legislatures will result in
a material reduction of highway accidents. The chief
requisite for securing the license shall be proper physical,
mental and moral qualifications.

It is proposed further to eliminate the possibility of
street accidents by standardizing signs and signals, and the
street traffic committee has approved of the mechanical
traffic semaphore that has been in successful operation on
Fifth Avenue, New York, and adopted in Detroit, Balti-
more, Washington, St. Louis, Boston, New Orleans and
other cities.

The electric railways were represented on the committee
by Joseph A. McGowan, secretary and treasurer of the
Terre Haute, Indianapolis & Eastern Traction Company,
and F. W. Bacon, vice-president of the Kentucky Traction
& Terminal Company, Lexington, Ky.

Toronto Jitneys Decreased. — The new regulations that
have been enforced by the police authorities of Toronto,
Ont., since January have had a marked effect on the jitneys.
It is a safe estimate that more than half have been taken
off the road.

Steam Train Hits Illinois Traction Car. — Ten persons
were injured on Jan. 16 when a parlor car in an Illinois
Traction System train was struck by an Illinois Central
Railroad train at a railroad crossing in the streets of
Springfield, 111.

Experiment with Felt Curtains. — Felt curtains which
can be rolled up and down, operated by motorman or con-
ductor, will be furnished on the open ends of fifty cars on
the Sutter Street line of the United Railroads, San Fran-
cisco, Cal. If the experiment proves successful all the open
cars of the company will be similarly equipped.

Scranton Jitney Ordinance Sustained. — The Court of Gom-
mon Pleas of Lackawanna County has sustained the jitney
ordinance of the city of Scranton, Pa. The court held that
the municipal regulation of vehicles used for hire within
the corporate limits of the city was a valid exercise of the
police power which has been granted to municipal corpora-
tions.

Car Work Planned in St. Louis. — The United Railways,
St. Louis, Mo., expect to continue the work of rebuilding
cars, closing the rear platforms and installing the auto-
matic signal system as rapidly as it is possible to put the
cars through the shop. In order to expedite traffic it is the
intention to equip motor cars drawing trailers with inde-
pendent air compressors, so that it will not be necessary
to stop these cars at charging stations. The equipment of
trains with independent compressors will afford great relief
to the charging stations.

Through Service Established. — With the completion of
the extension of the Arkansas Valley Interurban Railway
to Hutchinson, Kan., on Dec. 22, through passenger service
was inaugurated between that point and Wichita, Kan.;
Valley Center, Kan.; Sedgwick, Kan.; Newton, Kan.; Hal-
stead, Kan.; Burrton, Kan., and intermediate points.
Physical connections for interchange of carload business
with steam lines have been completed at Burrton and
Valley Center, and additional connections at Hutchinson and
other junctions will soon be provided.

Appeal to Employees Against Jitneys. — The Chamber of
Commerce of Portland, Ore., has issued a letter to all its
employees recommending that they stop patronizing jitney
buses. It is pointed out that while the Chamber of Com-
merce does not desire to interfere with the personal liberty

January 22, 1916]

ELECTRIC RAILWAY JOURNAL

189

of its employees, the request is made in the interests of
the safety of the employees and the general welfare of the
city. Accompanying the request is an explanation of the
dangers of patronizing jitneys and the reasons why it is
not deemed advantageous to the community that the jitney
should receive support.

Bills Introduced Affecting Washington Lines.— Mr. Clark
of Florida has introduced into the House of Representatives
two bills affecting the electric railways in the District of
Columbia. One measure would confer police powers on all
conductors and motormen on all electric and other street
railways in the district. The other measure would require
all transportation companies, firms and persons within the
district to provide separate accommodations for the white
and negro races and to prescribe punishments and penalties
for violating its provisions and to provide for its enforce-
ment. Both have been referred to the Committee on the
District.

Physical Connection of Oregon Lines Ordered. — Physical
connection of the tracks of the Southern Pacific Company and
the Oregon Electric Railway at Water Street, Albany, within
thirty days has been ordered by the Oregon Public Service
Commission. The order was issued after an exhaustive
investigation by the commission of the business which
would result from an interchange of traffic. The commis-
sion specifies that the cost of making the trackage connec-
tion shall be borne equally by both lines and the freight
and cars shall be transferred from one line to another
for a reasonable amount without discrimination or un-
reasonable delay.

Appeal of Coupler Case to Be Heard Soon. — A date will
be set within the next three weeks for final arguments in
the United States Circuit Court of Appeals of the appeal of
the International Railway, Buffalo, N. Y., from its convic-
tion two years ago of violation of the federal safety ap-
pliance act by not having automatic couplers on its inter-
urban cars. The railway contends it is a street railway
only, and is exempt from this provision of the interstate
commerce act. The government put in proof of traffic
arrangements between the International Railway and steam
lines providing for interchange of freight, etc., and it also
contended that the International Railway used the old Erie
Railroad right-of-way for part of its interurban system.
The government is prosecuting this case merely as a test
issue upon which to bring actions against other electric
railways which are not equipping interurban cars with auto-
matic couplers as provided for under the safety appliance
act.

Plans for Improving Springfield Service. — C. V. Wood,
president of the Springfield (Mass.) Street Railway, says
that substantial improvement in the handling of cars
through the downtown district will shortly be effected by
the diversion of certain lines from Main Street to Dwight
Street, the latter being a parallel thoroughfare to the
former. Better movement through the city from north to
south and vice versa will result from the recent completion
of the Dwight Street underpass at the Union Station. Mr.
Wood referred to the difficulties of operating 223 cars an
hour through a single artery of travel and pointed out that
through diversion and consequent extension of minimum
headway much freer movement is to be anticipated. No
date was set for the opening of the enlarged Dwight Street
service. Practically every available car is now in service,
and new cars are being added to the equipment as rapidly
as possible. An investigation of service conditions has
lately been concluded by the Springfield Board of Trade,
but no public recommendations have resulted.

Maine Commission Approves Fender. — The Public Utili-
ties Commission of Maine has approved the Acme fender
of the Eclipse Railway Supply Company for use on the cars
of the Atlantic Shore Railway. The law requiring fenders
on all electric cars operated in Maine was passed at the
legislative session in 1915 to become effective on Nov. 1,
1915. In September, 1915, the Public Utilities Commission
called a conference on fenders and in October the railways
presented written requests for an extension of time until
March 1, 1916, under the fender requirement in order to
test various devices. This extension was granted. In pass-
ing upon the application of the Atlantic Shore Railway the
commission said: "We are not committed in our opinion to

any particular make of fender. We do not wish to be un-
derstood as saying that we will or will not approve a par-
ticular type of fender. Herein we are doing no more than
deciding the' application of the Atlantic Shore Railway,
giving our reasons therefor and making some general ob-
servations, which may or may not be of importance in
future matters."

Recent Work of the Associated Bureaus of the Pittsburgh
Railways. — The continuation by the associated bureaus of
the Pittsburgh (Pa.) Railways of its efficiency work has
enabled the bureaus to reduce their force and at the same
time take over additional work. The associated bureaus
are now preparing to handle the workmen's compensation
business and with the exception of the medical end of it
the bureaus probably will be able to do so without further
increase in the number of employees. The company was
unfortunate in sustaining a rather severe accident on the
night of Jan. 1 when a car was derailed and overturned
and forty-three people were taken to the hospital. As evi-
dencing its handling of these matters the associated bureaus
of the company finally disposed of fifty-two of the total of
103 injured within forty-eight hours after the occurrence.
The members of the bureaus held a dinner at the Fort Pitt
Hotel on Dec. 23. Some time ago they issued a safety coin
for general distribution at the Pittsburgh Exposition, and
the demand was so great that they later distributed several
thousand additonal coins.

Employees' Booster Meetings. — Employees of all depart-
ments of the United Gas & Electric Company, which also
operates the city lines of New Albany and Jeffersonville,
Ind., and of the two interurban lines, have been enrolled
in an informal "Boosters' Club," which has begun a pro-
gram of monthly meetings. The third of these meetings
is to be held during the latter part of this month, when
some form of entertainment and instruction will be pro-
vided. The meetings are held in a public hall in the Car-
negie Library, which is directly opposite the main offices of
the company. Committees of the members, serving each
for three months, are in charge of the programs for the
meetings. The first meeting was addressed by Chester P.
Wilson, president of the Public Service Company, and there
was an eight-piece orchestra and a supper for those who
attended. The program for the January meeting has not
been announced as yet, the purpose being to hold up in-
terest by the surprise feature. These meetings are de-
signed more to promote goodfellowship among employees
than for any other one purpose, the idea being that if
those who are engaged in different departments are en-
abled to get acquainted with each other outside of working
hours they can be counted on for better co-operation dur-
ing business hours.

Accurate Watches Lead to Increased Business. — As de-
scribed in the Electric Railway Journal for Nov. 20, 1915,
by R. B. Hull, general manager of the Conestoga Traction
Company, Lancaster, Pa., that company has recently in-
stalled a time-inspection system. In addition to a large
number of suburban and interurban lines, this company
operates in Lancaster itself a number of routes usually on
a headway of ten minutes. Mr. Hull reports now that traffic
began to increase within a few weeks after the time inspec-
tion system went into effect. The residents along the lines
noticed that the passing time of cars was more dependable
and hence they arrange to ride instead of walk. To en-
courage this extra travel the company has already issued
a separate time-table for the College Avenue Line to show
the time the cars leave Penn Square, the center of the city;
the time they reach James Street and College Avenue, the
approximate center of the line, and the time they reach the
suburban terminal. The cars also are operating on seven-
minute instead of ten-minute headway. For College Avenue
alone the company has printed 30,000 cards for distribution
in the cars. It is planning to issue similar time-table cards
for other lines. A feature of operation on the Conestoga
system is that all cars leave from Penn Square on schedule
time invariably. The company appreciates so greatly the
value of reliable service that it always has cars ready to
take the place of any delayed incoming car. The crews of
the incoming and outgoing cars are replaced in accordance
with the usual practice which is followed for set-back oper-
ation.

190

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 4

Personal Mention

Mr. Douglas C. Moore has resigned as superintendent of
the Duluth division of the Duluth Street Railway, which
operates in Duluth, Minn., and Superior, Wis. He has been
connected with the company for seventeen years.

Mr. R. B. Campbell has been appointed assistant to
Mr. George Theis, Jr., president of the Arkansas Valley
Interurban Railway, Wichita, Kan. Mr. Campbell will have
supervision of executive detail and will be assigned special
duties.

Mr. George E. Towner, for more than three years super-
intendent of the lines of the Portland, Eugene & Eastern
Railway at Eugene, Ore., has tendered his resignation to
Mr. T. L. Billingsley, general superintendent of the Southern
Pacific Company's system of city lines in western Oregon
to take effect on Feb. 1.

Mr. Harry W. Dowman, for the last two years with the
auditing department of the Union Traction Company of
Indiana, has been made clerk to Mr. G. H. Kelsey, super-
visor of the power of the company, with headquarters in
Anderson. Before taking up his work at Anderson Mr.
Dowman was with the Cleveland (Ohio) Electric Illum-
inating Company.

Mr. T. G. Cowan has been appointed superintendent of
the Warren-Bisbee Railway, Warren, Ariz., to succeed Mr.
Ralph Cadwell, whose resignation from the company was
noted recently in the Electric Railway Journal. Mr.
Cowan has been manager of the Bisbee Improvement Com-
pany and the Douglas Improvement Company and was
head of the Courtland Water Company.

Mr. David S. Carll, whose retirement from the office of
general manager of the Capital Traction Company, Wash-
ington, D. C, was noted briefly in the Electric Railway
Journal of Jan. 15, relinquished the position voluntarily,
desiring after twenty-five years of continuous service with
the company to be relieved of the arduous duties of that
office. He continues as vice-president and a member of the
board of directors of the company. The board's appreciation
of Mr. Carll and its estimate of his worth and service are
expressed in the following resolution: "Resolved, that the
board of directors of the Capital Traction Company, appre-
ciating the worth and services of David S. Carll, who for a
quarter of a century has served this company with unselfish
devotion and energy and materially aided in its growth,
development and welfare, do now unanimously vote to concur
in his wish to be relieved from the arduous and exacting
duties and labors of general manager, and are gratified that
he will continue as a member of this board, and that he
consents to serve as a vice-president, with an assignment
of lighter duties, to which office it is our pleasure to elect
him."

Mr. H. C. Prather has resigned as assistant general man-
ager of the Empire United Railways, Inc., Syracuse, N. Y.,
to become connected with the Peter Smith Heater Company,
Detroit, Mich. Mr. Prather has been assistant general man-
ager of the Empire United Railways for the last year and a
half. Prior to that time he filled various positions on the
Buffalo, Lockport & Rochester Railway, rising from master
mechanic to general manager. Altogether he has been em-
ployed by the Beebe lines about seven years. Mr. Prather
has been engaged in electric railway work more than twenty
years. His connections other than those mentioned have
included the Union Traction Company of Indiana, United
Railways of St. Louis, Brooklyn Rapid Transit Company,
the Public Service Railway and the Roanoke Railway &
Electric Company. Mr. Prather was held in the greatest
esteem by both officers and employees of the Empire United
Railways, as was indicated on Jan. 8, when twenty-five of
the officers and department heads tendered a dinner to him
at the Hotel Onondaga, Syracuse. On Jan. 9 Mr. Prather
was presented with a beautiful leather bag by the trainmen
and employees of the company. On Jan. 10, the wives of
officers entertained Mr. and Mrs. Prather at a dinner dance.

H. O. BUTLER

Mr. H. O. Butler has been appointed assistant superin-
tendent of transportation of the United Railways, St. Louis,
Mo., under Mr. Bruce Cameron, superintendent of transpor-
tation of the company, as
announced in the Electric
Railway Journal of Jan. 8.
Mr. Butler was born at Ho-
gansburg, N. Y., on June 7,
1868. He has been in the
employ of the United Rail-
ways since 1888, when he
entered the service as a
gripman on the Olive Street
line. He has been succes-
sively gripman, conductor,
foreman, supervisor and
division superintendent. His
appointment as assistant
superintendent of transpor-
tation is a mark of the ap-
preciation in which he is
held by the United Rail-
ways. He is recognized by
the employees and officers of the railway as a persistent,
efficient and faithful official, and his appointment will doubt-
less add greatly to the effectiveness of the official staff of
the company. The United Railways controls all the local
lines in St. Louis. It operates 441 miles of track, 1438
passenger and 242 other cars.

Mr. Edward Harris Maggard, whose appointment as gen-
eral manager of the Petaluma & Santa Rosa Railway,
Petaluma, Ca., was noted briefly in the Electric Railway
Journal of Jan. 8, was born at Meridian, Miss., in 1875.
He moved to Texas with his parents in 1877, and was edu-
cated in the public schools at Corsicana and Dennison. He
entered the service of the Missouri, Kansas & Texas Rail-
way at Dennison, Tex., as call boy in 1889 and served as
such until 1893, when he resigned to accept a position with
the Southern Pacific at Houston as clerk in the freight
office. He served in that capacity until 1900, and then re-
signed to enter the service of the El Paso & Northeastern
Railway at El Paso, Tex., as chief clerk in the freight office.
He was promoted to agent of this company, and from agent
to superintendent of terminals. In 1907 he resigned from
the El Paso & Northeastern Railway and entered the serv-
ice of the Petaluma & Santa Rosa Railway as general
freight and passenger agent. He continued in that ca-
pacity until promoted to the office of general manager re-
cently, to succeed the late Elmer M. Van Frank.

Mr. F. W. Brooks, general manager of the Detroit (Mich.)
United Railway, has been elected vice-president of that com-
pany. Mr. Brooks was born at Waco, Tex., on March 4,

1865. He was educated in
private schools in Waco, the
Waco Military Academy
, and the Texas State Col-
lege, making a specialty of
engineering in the latter in-
stitution. He became iden-
tified with the construction
of the New Orleans & Texas
Pacific Railway in 1882,
and afterwards with the
construction of extensions
of the Cincinnati Southern
Railway. He was later
associated with the engi-
neering and other depart-
ments of the Louisville, New
Orleans & Texas Railway,
which was afterward ac-
quired by the Illinois Cen-
tral Railroad. Mr. Brooks went to Detroit in 1895 as
general manager of the Rapid Railway, an interurban line
operating between Detroit and Port Huron. This was his
first connection with the electric railway business. In 1903
the Rapid Railway having come under the control of the
Detroit United Railway, Mr. Brooks was made assistant
general manager of the latter company, and shortly after
he was made general manager.

f. w. BROOKS

January 22, 1916]

ELECTRIC RAILWAY JOURNAL

191

Mr. George D. Woodside has been elected president of the
West Chester (Pa.) Street Railway, succeeding Mr. Meyer
Schamberg, who becomes vice-president, taking the place
of Mr. Jonas Rice, who will continue with the company as
general manager.

Mr. Harry H. Brown has been appointed superintendent
of the Duluth division of the Duluth (Minn.) Street Railway
to succeed Mr. Douglas C. Moore, whose resignation from
the company is noted elsewhere in this issue. Mr. Brown
was educated at Colby College in Maine and was connected
with the Lewiston, Augusta & Waterville Street Railway for
some time. He became connected with the company in
Duluth four years ago.

Mr. J. H. Hanna, formerly chief engineer of the Capital
Traction Company, Washington, D. C, has been elected
vice-president of the company in charge of operation, as
noted briefly in the Elec-
tric Railway Journal of
Jan. 15. Mr. Hanna was
born in Henderson, Ky., in
1871, where he prepared, in
the public schools, for
Princeton University. At
Princeton he entered the en-
gineering courses, and was
graduated in 1892 with the
degree of civil engineer.
For two years after leaving
college he engaged in steam
railroad engineering work
and then entered the serv-
ice of the Washington &
Georgetown Railroad, pred-
ecessor of the present
Capital Traction Company, J- H. hanna

Washington, D. C. The fol-
lowing year he was appointed assistant superintendent, and
four years later he became superintendent and assistant
engineer of the same company, being appointed chief engi-
neer in charge of all construction and maintenance about
seven years ago. Mr. Hanna is prominent in technical
association affairs. He is a member of the American
Society of Civil Engineers and of the American Institute
of Electrical Engineers as well as the American Electric
Railway Engineering Association, of which last he was
president in 1914. He also is a past-president of the
Washington Society of Engineers. The Capital Traction
Company operates 65.39 miles of underground conduit line
and owns 442 motor cars and 251 other cars.

Mr. Arthur F. Blaser, who has been appointed chief en-
gineer in the office of the street railway commissioner at
Cleveland, Ohio, was born in Holmes County, Ohio, in 1876.
He was graduated from the College of Wooster, Wooster,
Ohio, in 1903, and two years later was graduated from the
civil engineering department of the Case School of Applied
Science, Cleveland, Ohio. Mr. Blaser then spent a few
months with the King Bridge Company and afterward
taught in an Ohio school for some time. In the autumn of
1907 he went to Berlin and spent a year there in the
Technische Hochschule. After some time spent in the
bridge department of the municipal government at Cleve-
land and in grade elimination work for the Nickel Plate
Railroad, he taught two years in Case School. He then
entered the employ of Wilbur J. Watson & Company, con-
sulting engineers, with whom he remained until he accepted
his present appointment.

OBITUARY

Harry L. Cooper, son of Thomas Cooper, for a number of
years manager of the railway and lighting division of the
Westinghouse Electric & Manufacturing Company at Phila-
delphia, died on Jan. 17 following an operation for appendi-
citis. The Messrs. Cooper, father and son, were very popu-
lar members of the party which took the trip to the San
Francisco convention on the "Red Special" train, and to
them the news of young Mr. Cooper's death will come as a
great shock. Harry Cooper was connected with the sales
organization at Philadelphia of the International Motors
Company and was twenty-seven years old on Dec. 6, 1915.

Construction News

Construction News Notes are classified under each head-
ing alphabetically by States.

An asterisk (*) indicates a project not previously
reported.

FRANCHISES

Glendale, Cal. — The Pacific Electric Railway has received
a franchise from the Council to build an extension of its
line in Glendale and has secured 2% acres for a terminal.
The company has also received a franchise from the Coun-
cil of San Bernardino to construct, after Feb. 3, a line along
Orange Grove Avenue, San Bernardino.

San Diego, Cal. — The San Diego Electric Railway has
asked the Council for a forty-eight-year franchise to con-
struct an extension of its line on University Avenue to
Euclid Avenue. Construction on the extension will be begun
immediately after the granting of the franchise and it is
expected that cars will be operating over the new line by
March 1.

Santa Barbara, Cal. — R. H. Gaud of the Riviera Company
has applied to the California Railroad Commission for per-
mission to transfer to the Santa Barbara & Suburban Rail-
way a franchise on the foothills along the Riviera property.

Kansas City, Mo.- — The Kansas City & Tiffany Springs
Railway has received a franchise from the County Court to
construct its proposed line from Kansas City to Tiffany
Springs. [Dec. 25, '15.]

Portland, Ore. — It is reported that the Portland Railway,
Light & Power Company has asked the Council for a fran-
chise to operate over the new interstate bridge.

Beaumont, Tex. — The Beaumont Traction Company has
asked the Council for a franchise to construct an extension
on Doucette Street, eastward from Irving Avenue to the
city limits and thence to the Magnolia Refinery, south of
the city.

Dallas, Tex. — The Dallas Northwestern Traction Com-
pany and the Dallas Southwestern Traction Company have
received an extension of time on their franchises until Dec.
31, 1916, in which to begin construction of their proposed
lines to Denton on the north and Glen Rose on the south.
E. P. Turner, Dallas, president. [Oct. 16, '15.]

Midvale, Utah. — Harry S. Joseph, who proposes to build
an electric railway between Bingham Canyon and West
Jordan, has received a franchise from the county commis-
sioners to build an extension of the line to Midvale. [Jan.
8, '16.]

Seattle, Wash. — The Puget Sound Traction, Light &
Power Company has asked the Council for a franchise per-
mitting the company to abandon its line on Twenty-third
Avenue from Louise Street to Jefferson Street.

Morgantown, W. Va. — John Madagan, president of the
South Morgantown Traction Company, recently appeared
before the Council of Morgantown in relation to an old
franchise held by his company. He stated that it is the de-
sire of the company to place its tracks on the South Mor-
gantown Bridge, extend them along Front Street and thence
up Walnut Street, completing the loop by a connection with
the present terminus on Walnut Street west of High Street.

Waukesha, Wis. — The Milwaukee Electric Railway &
Light Company has received a franchise from the Council
to erect electric transmission lines through Waukesha.

TRACK AND ROADWAY

Phoenix (Ariz.) Railway. — This company has received
an extension of time until Oct. 1, 1917, in which to com-
plete the work of double-tracking its West Washington
Street line between Seventh and Seventeenth Avenues.

San Francisco-Oakland Terminal Railways, San Fran-
cisco, Cal. — Residents in the district traversed by Cutting
Boulevard are considering the construction of a line on that
thoroughfare. The plan is to build a line from the main
tracks of the San Francisco-Oakland Terminal Railways,
crossing the tracks of the Southern Pacific Company by a

192

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 4

viaduct and extending along Cutting Boulevard through the
new municipal tunnel to a connection with the municipal
wharf. The line would be operated by the San Francisco-
Oakland Terminal Railways.

Tidewater Southern Railway, Stockton, Cal. — This com-
pany has filed a petition asking the Council of Stockton
to grant it permission to electrify and operate the West-
ern Pacific Railway Company's line on Hunter Street and
Hazleton Avenue,

Connecticut Company, New Haven, Conn. — Residents of
East Hartford have asked the Connecticut Company to ex-
tend its line from the present terminus of the Burnside line
through Forbes Street to Silver Street to connect with the
tracks on South Main Street, forming a belt between the
villages of Burnside and Silver Lane, for which a charter
was granted some years ago.

Pocatello Traction & Interurban Railway, Pocatello,
Idaho. — Final arrangements and settlements for the right-
of-way to and through Arbon Valley are being made by
this company, and surveys will be made as soon as the
weather permits. Plans and specifications will also be
made for the 8 miles of railway within the city limits of
Pocatello. Bids will soon be advertised for the construc-
tion of the first 3% miles within the city limits and an
extension to the Fales-Houston Packing Company's plant.
Clark Gibson, Pocatello, secretary. [Dec. 18, '15.]

Peoria & Chillicothe Electric Railway, Peoria, 111. — The
following officers have been elected for this company:
A. C. Mitchell, Chillicothe, president; John F. Lynch, Chilli-
cothe, vice-president, and A. C. Black, Peoria, secretary.
Charles W. Robinson and A. C. Black were re-elected di-
rectors for three years. [Jan. 1, '16.]

Evansville & New Harmony Traction Company, Evans-
ville, Ind. — It is reported that construction will be begun
next spring on this company's proposed line from Evans-
ville to New Harmony. The line will tap Poseyville, Cyn-
thiana and Owensville. C. J. Seibert, Evansville, general
manager. [Sept. 11, '15.]

Keokuk (Iowa) Electric Railway. — This company plans
to extend its tracks up the hill into the east portion; of
Warsaw, 111. Several routes are being considered, the
Fourth Street route being favored by the citizens of War-
saw, even if a deep cut is necessary at the top of hill, near
Polk Street.

Boston (Mass.) Elevated Railway. — Bids will be received
until Jan. 31 by Edward Mahler, purchasing agent of the
Boston Elevated Railway, for building foundations for Mys-
tic River bridge and viaduct and reconstruction of Maiden
bridge. The main work consists of building seventeen
masonry piers of concrete on pile foundation, faced with
granite above low water and thirty-eight small concrete
foundations for the viaduct.

Worcester (Mass.) Consolidated Street Railway. — Plans
are being contemplated by this company for double-track
extensions on Pleasant Street from Moreland Street to
Mill Street, on Hamilton Street from Grafton Square to
Puritan Avenue and on Grafton Street from Rice Square to
Turnout No. 43.

Twin City Rapid Transit Company, Minneapolis, Minn. —
Extensions of two car lines in the western part of the city
are asked in ordinances introduced in the Council by Com-
missioner Keller. One calls for the extension of the Ran-
dolph Street line from the present terminus on Snelling
Avenue to Montrose Street, and the other for the extension
of the St. Clair Street line from the present terminus at
Oxford Street to Josephine Street. P. J. Metzdorf, repre-
senting the Twin City Rapid Transit Company, told the
Council that the extensions would be built if it could be
shown the situation demands them.

*Morristown, N. J. — Property owners between Whippany
and Caldwell are endeavoring to bring about the electrifica-
tion of the Morristown & Erie Railroad and through an
agreement with the Public Service Railway Company to
have through cars run from Newark to Morristown via
Montclair, Caldwell and Essex Fells. From Caldwell, the
present terminal of the Bloomfield Avenue line of the Public
Service Railway, to the eastern terminal of the Morristown
& Erie Railroad at Essex Fells three routes are under con-
sideration. The entire distance is about 12 miles.

New York Municipal Railway Corporation, Brooklyn,

N. Y. — The Public Service Commission for the First Dis-
trict of New York has approved the award by the New
York Municipal Railway Corporation of the contract for
the construction of the East New York additional tracks
and reconstruction of the East New York Yard, to the
Crenshaw Engineering & Construction Company, Inc., the
lowest bidder, for $1,237,229.91. The work at East New
York includes the alterations and additions to the existing
elevated structures, the installation of tracks and special
work, the removal and relocation of wires and cables, the
construction of three new elevated stations, and the mainte-
nance of existing station facilities during construction. The
company provides all the materials for the work, which
must be completed within two years from the date of the
contract.

Interborough Rapid Transit Company, New York, N. Y. —

The contract for the construction of the tube connecting
Manhattan and Brooklyn in the Fourteenth Street-Eastern
District subway has been awarded by the Public Service
Commission for the First District of New York to Booth
& Flinn, Inc., for $6,639,023.50. Under the agreement the
tunnell will be constructed in twenty-seven months instead
of thirty-four months, as was first agreed upon.

Niagara Gorge Railroad, Niagara Falls, N. Y. — This com-
pany has placed a contract with the General Electric Com-
pany for the installation of forty 16-in. projectors with
500-watt General Electric tungsten lamps for illuminating
the gorge.

*Prattsburg, N. Y. — Plans are being considered for an
electric railway from Prattsburg to Kanona, with possible
extensions to Stanley or Branchport. John Kimmel, Way-
land, has an option on the Kanona & Prattsburg Railroad,
and the Council at a special meeting granted him a fran-
chise to operate such a line and furnish light and power
for Prattsburg.

*Marion, Ohio. — It is reported that plans are being con-
sidered to build an electric line from Marion to Mount
Gilead. George D. Copeland, Marion, is interested.

Henryetta, Oklahoma & Western Railway, Henryetta,
Okla. — The electrical contractors for this company, which is
building a line from Henryetta to Kusa, via Dewar, are
A. L. Mitchell Company, 406 Patterson Building, Oklahoma
City, Okla. The company plans to build a bridge 400 ft.
long. W. T. Croslen, president. [Dec. 18, '15.]

Guthrie-Edmond Electric Railway, Oklahoma City, Okla.
— Bids will be opened this month by this company for the
16-mile extension of the Oklahoma Electric Railway from
Edmond to Guthrie. Guy B. Treat, Oklahoma City, chief
engineer. [Jan. 1, '16.]

Niagara, St. Catharines & Toronto Railway, St. Cath-
arines, Ont. — The application of this company to the Do-
minion Parliament for an extension of time to construct a
line authorized in 1899 from a point on the Niagara River
at or near Fort Erie, and an extension to Toronto via Ham-
ilton will be opposed by the Board of Control.

Toronto, Niagara & Western Railway, Toronto, Ont. —

The Board of Control has decided to oppose the application
of this company to the Dominion Parliament for an exten-
sion of time to construct a line authorized in 1914 to ex-
tend from Toronto to Hamilton. The company was incor-
porated in 1903 as the Toronto & Hamilton Railway.

Lancaster & Berks Electric Railway, Lancaster, Pa. —
Final survey is now being made for this company's proposed
railway from Womelsdorf to Kleinfeltersville. The road
will be 6 miles long and will connect at Womelsdorf with
the Reading Transit Company's line and at Kleinfellters-
ville with the Ephrata & Lebanon Traction Company. It
is expected that it will be completed and ready for opera-
tion in the spring. The line will be built by the Philadel-
phia Construction Company, which is now in the market
for 15,000 railroad ties and 1000 35-ft. chestnut poles, to
be delivered along the proposed route. [Feb. 6, '15.]

Nashville & Eastern Electric Railway, Smithville, Tenn.

— Surveys are now being made for this company's proposed
line between Lebanon and Smithville, 25 miles. The line
will connect with the Nashville, Chattanooga & St. Louis
Railway at Lebanon. C. T. Edwards, Smithville, is in-
terested. [Nov. 20, '15.]

January 22, 1916]

ELECTRIC RAILWAY JOURNAL

193

Brownsville (Tex.) Street Railway. — Operation has been
resumed by this company on its 3-mile line in Brownsville,
upon which service was suspended last spring.

Ogden, Logan & Idaho Railway, Ogden, Utah. — During
1916 this company plans to spend about $1,000,000 for ex-
tensions and improvements to its system. Right-of-way has
been purchased for a line from Hot Springs to Brigham
City and it is expected that construction will begin soon.

Salt Lake & Ogden Railway, Salt Lake City, Utah.— This
company plans to double-track its line between Centerville
and Wilcox, about 3 miles.

Norfolk & Western Railway, Norfolk, Va. — It is reported
that this company is considering the electrification of its
entire Pocahontas division.

SHOPS AND BUILDINGS

Electric Short Line, Minneapolis, Minn. — A fire of un-
known origin completely detroyed the repair shops, black-
smith shop, oil house, coal dock and chute of the Electric
Short Line Railway on Jan. 15. A store room containing
a large amount of stock was also a complete loss, as well
as one gas-electric motor car, 12,000 gal. of motor spirits
and a considerable amount of lubricating oil. The loss is
estimated at approximately $100,000.

International Railway, Buffalo, N. Y. — The Broadway car-
house of this company caught fire on Jan. 14, in which one
car was destroyed with the exception of the motor and
trucks, and three others badly scorched. The damage is
estimated at $5,000.

Ogden, Logan & Idaho Electric Railway, Ogden, Utah. —
The following equipment to be installed at its new shops
at Ogden will be purchased by this company within the
next thirty or sixty days, for delivery about April: New
machine tools, such as 36-in. radial drill, 1%-in. double-head
bolt cutter, 24-in. shaper, 24-in. lathe, 14-in. lathe, heavy-
duty car-wheel lathe, 36-in. planer, car-wheel boring ma-
chine, shears, wood lathe, wood-working machinery, grind-
ers, power-driven hacksaws and all miscellaneous small
tools necessary to make the installation complete. All ma-
chine tools will be operated by individual motors. The
equipment of the shop buildings includes Kinnear steel
rolling doors and Kewanee boilers for the heating plant.
The three car hoists, which are independently driven by
GE-67 railway motors with regular street railway type of
controller, are being manufactured locally.

Salt Lake City, Utah. — Excavating has been begun by the
Salt Lake Terminal Company on the site of the joint ter-
minal station to be erected at the intersection of South
Temple and West Temple Streets for the interurban electric
lines centering in Salt Lake City.

POWER HOUSES AND SUBSTATIONS
Rochester Railway & Light Company, Rochester, N. Y. —

Plans have been completed by this company for the erec-
tion of a new substation between Atlantic Avenue and
Leighton Avenue, near the Culver Road. The station will
be equipped with two 1400-hp. rotary converters to supply
energy for the railway system and 7500 kva. in stationary
transformers to furnish electricity for lamps and motors.
New equipment, including a 3000-hp. rotary converter, will
be installed at No. 6 substation on South Water Street and
a 2000-hp. rotary converter in No. 5 substation.

Southeastern Ohio Railway, Zanesville, Ohio. — This com-
pany, which has been organized to take over the property
of the Southeastern Ohio Railway, Light & Power Company,
is considering the construction of an additional power plant.

Montreal Tramways & Power Company, Montreal, Que.
— A decision has been made by the Montreal Tramways &
Power Company to increase its Notre Dame steam gen-
erating plant from 10,000 hp. to 50,000 hp. The first new
unit of 17,000 hp. will be installed at once. The total ex-
penditure to be made on the plant will be between $2,000,-
000 and $3,000,000. The Montreal Public Service Cor-
poration, a subsidiary of the Montreal Tramways & Power
Company, is also having plans prepared for a steam gen-
erating station of an ultimate capacity of 60,000 hp., the
first unit of 15,000 hp. to be installed as soon as possible,
and the remaining units as rapidly as called for by the de-
mand for power.

Manufactures and Supplies

ROLLING STOCK

Seattle (Wash.) Municipal Railway expects to purchase
two flat cars during 1916.

New York State Railways, Rochester, N. Y., have sent
out inquiries for forty new cars.

West Penn Traction Company, Pittsburgh, Pa., is in the
market for thirteen double-truck cars.

Morris County Traction Company, Morristown, N. J., is
considering the purchase of five new cars.

Electric Short Line, Minneapolis, Minn., in a fire on Jan.
15, which destroyed its repair shops, lost a gas-electric car.

Scranton & Binghamton Railroad, Scranton, Pa., expects
to purchase during 1916 three milk and express cars, one
work car and three closed passenger motor cars.

Northern Ohio Traction & Light Company, Akron, Ohio,
has ordered ten 53-ft. all-steel interurban cars from the
Jewett Car Company, and fifteen 50-ft. semi-steel city cars
from the St. Louis Gcv Company.

New York Municipal Railway Corporation, Brooklyn, N.
Y., has ordered 200 additional subway cars from the Amer-
ican Car & Foundry Company. This order was announced
in the general news department of last week's issue.

Chautauqua Traction Company, Jamestown, N. Y., has
ordered four 62-ft. center-entrance type, all-steel interurban
cars from the St. Louis (Mo.) Car Company. Three of
these will be combination passenger and smoking compart-
ment cars and the fourth will be arranged with an observa-
tion end. This order was placed through the Wendell &
MacDuffie Company, New York.

Salt Lake & Ogden Railway, Ogden, Utah, noted in the
Electric Railway Journal of Dec. 18, 1915, as having or-
dered six open steel trail cars from the Jewett Car Com-
pany, has specified the following dimensions for these cars:
length over all, 61 ft. 6% in.; length over body corner posts,
50 ft. 4% in.; length between bolster centers, 39 ft. 2 in.;
width over all, 9 ft. 6 in. These cars are of the one-com-
partment, passenger type, for trailer excursion service, and
will run at a maximum speed of about 60 m.p.h. The gen-
eral design of these cars is similar to that of the motor cars
previously ordered. The underframe is all-steel. The posts
are of composite construction, with T-irons and wood fillers.
The letterboards will be of steel. The roof is wood, covered
with canvas. The floor is of wood, double thickness. Seats
are to be Hale & Kilburn walkover with steel oval pedestal
base. Curtains are to be made of B. B. striped duck, as
manufactured by the Curtain Supply Company. Vestibules
will be arranged for through passage for train operation,
with swinging door in the center at each end. Wired screens
will be installed on each side of the car to protect passen-
gers. Each end will have a Janney radial M. C. B. coupler.
Each end of the car is also fitted with a cast-steel spring
buffer.

TRADE NOTES

Terry Steam Turbine Company, Hartford, Conn., has ap-
pointed Maynard D. Church as chief engineer.

General Railway Signal Company Rochester, N. Y., has
appointed W. S. Henry as acting resident manager of the
company's New York office.

Woodmansee & Davidson, Chicago, 111., consulting engi-
neers, have changed their address from 1048 First National
Bank Building to 784 Continental and Commercial Bank
Building.

Kuda Company, Chicago, 111., has appointed R. B. Fisher,
chief engineer, also to the position of sales manager of the
frog and switch department, succeeding H. S. Evans, re-
signed.

Western Electric Company, New York City, has received
orders to equip with standard train dispatching telephonic
equipment the stations on five of the large Eastern divisions
of the Pennsylvania Railroad.

194

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 4

Morgan Crucible Company, Ltd., New York City, an-
nounces the appointment of Harry De Steese to its staff as
sales engineer. Mr. De Steese has for twenty years been
identified with the electric railway and lighting fields.

Curtain Supply Company, Chicago, 111., has received an
order to equip with its Ring No. 88 fixtures and Rex rollers
the twenty-five trail cars which were recently ordered by
the Long Island Railroad from the Standard Steel Car Com-
pany.

American Car & Foundry Company, Chicago, 111., will

appoint James M. Buick, second vice-president, as first vice-
president of the company, succeeding Edward S. Carry, re-
cently resigned. Herbert W. Wolff, assistant to Mr. Buick,
has been made vice-president in charge of the Chicago
sales department.

Duntley Products Sales Company, Chicago, 111., has or-
ganized with headquarters in the Fisher Building. The
company will manufacture and sell the Duntley electric
cleaners and sweepers, paying particular attention to the
apparatus for cleaning and disinfecting passenger coaches.
The following are officers of the company: Vice-president,
Crawford A. Duntley; secretary-treasurer, William W.
Bishop; sales manager, Reuben C. Hallett; manager of the
railroad department, W. S. Caspers.

Hywatt Battery & Electric Company, Cleveland, Ohio, is
putting on the market a flat cell type of storage battery
which has the following unusual features: the battery con-
sists of two to eight cells, inclusive. The two-cell battery
measures 4% in. x6% in. x 2% in. The eight-cell battery has
the same face measurements, but is 8% in. in length. There
are only two binding posts, irrespective of the number of
cells. Each cell has a capacity of 60 amp. as against 30
amp. of the round-cell type at 1% volts. The batteries are
said to be absolutely waterproof, tests having been made
during which the batteries were for days totally submerged
in water, and were not damaged in the least.

Standard Underground Cable Company, Pittsburgh, Pa.,

announces the following promotions and rearrangements in
its general office and factory staffs: In the general offices
P. H. W. Smith, formerly vice-president, with duties of
general sales manager, becomes vice-president and assist-
ant general manager under President and General Manager
J. W. Marsh, and as such will have general supervision of
manufacturing and sales activities of the company. His
headquarters will be in Pittsburgh, as formerly. Mr. Smith
has been connected with the company since 1893. Charles
W. Davis, formerly manager of the central sales depart-
ment, general superintendent of construction and manager
of the accessories department, becomes vice-president and
general sales manager. Mr. Davis' connection with the
company dates from 1900. Arthur A. Anderson, also for
many years connected with the company's sales organiza-
tion at Pittsburgh, has been made manager of the central
sales department in the Pittsburgh district. A. F. Hovey
has been made manager of the construction department and
J. H. Lytle, manager of the accessories department. In the
factory organization C. C. Baldwin, formerly superintend-
ent of the wire and rod mill and weatherproof and magnet
wire departments, and of the brass and tubing departments
at Perth Amboy, N. J., has been made a vice-president of
the company and general manager of the Perth Amboy
plant. H. W. Fisher continues as chief electrical engineer
and now becomes, in addition, manager of the lead cable
works and rubber wire and cable factories, under the as-
sistant general manager and president; he is also made an
officer of the company by virtue of his appointment as
assistant secretary, but will be located at Perth Amboy, as
heretofore. Other advancements at the Perth Amboy plant
are: Tracy D. Waring, to be assistant manager of the lead
cable works and of the rubber wire factory; Albert C.
Meyers, to be superintendent of the rubber wire factory,
and E. J. Waring to be assistant purchasing agent, in addi-
tion to his former duties as business manager at the plant.
At the Pittsburgh factory Charles Barbour is given the title
of manager of the factory and also of the plant of the
Standard Underground Cable Company of Canada, Ltd., at
Hamilton, Ont., the duties of which positions he has per-
formed for some time. At the Oakland, Cal., factory, H.
H. Gribbon continues as superintendent. The above changes,

in practically all cases, are enlargements of previous duties,
resulting from the death on Dec. 6, 1915, of W. A. Conner,
late vice-president, in charge of the company's manufactur-
ing activities.

ADVERTISING LITERATURE

Joseph Dixon Crucible Company, Jersey City, N. J., has
issued a bulletin describing its various graphite products,
including flake graphite, heavy graphite machine grease,
waterproof graphite grease, graphite cup grease, boiler
graphite, pipe joint compounds, solid belt dressing, axle
grease and silica-graphite paint.

Westinghouse, Church, Kerr & Company, New York City,
have issued an artistically designed folder announcing their
service as specialists in concrete construction. As this
company also specializes in consulting engineering, elec-
trical engineering, hydraulic engineering, railroad engineer-
ing, factory designs and every form of construction in addi-
tion to concrete, its single organization with one respon-
sibility enables it to offer at once all of the services which
may be involved in a building enterprise.

Ohmer Fare Register Company, Dayton, Ohio, has issued
a bulletin entitled "Better Business and Better Methods."
The bulletin states that seventy companies whose contracts
for Ohmer service expired during 1915 have renewed those
contracts for another term of years. The bulletin also con-
tains a special announcement of its new No. 49 type regis-
ter, which is similar to its No. 39 type, and which is adapted
to city service, except that it has a much greater capacity
and is designed to meet the requirements of interurban,
lines where a large number of different denominations oi
cash and ticket amounts must be considered.

C. A. Wood-Preserver Company, Inc., St. Louis, Mo.,
has issued a catalog entitled "Conservation by Preservation"
which deals with its high boiling wood-preserver oil for
treating transmission poles, cross-arms, ties and wood-block
floors of carhouses. The catalog contains directions for ap-
plying the preservative and shows instances of successful
treatment with this material by the Asheville (N. C.) Street
Railway, Los Angeles (Cal.) Railway Corporation, Ohio
Electric Railway, Galveston (Tex.) Electric Company, Min-
neapolis (Minn.) Street Railway, Greenville (S. C.) Trac-
tion Company and Denver (Col.) City Tramway. The cata-
log also contains a reprint from the Electric Railway
Journal of Oct. 23, 1915, of a report presented at the St.
Louis meeting of the American Institute of Electrical En-
gineers in which it was pointed out that no appreciable loss
by evaporation occurred in a case of poles treated with oil
distilling above 250 deg.

NEW PUBLICATION

Official Index to State Legislation. Law Reporting Com-
pany, New York. Buckram.

This 1915 index furnishes a ready reference to all State
legislation. The arrangement is (a) by subjects, alpha-
betically; (b) under each subject, by States, alphabetically^
(c) under each State, the Senate first and then the As-
sembly or House; and (d) under each house, the bills first
and then the resolutions, numerically, by introduction num-
bers. The entry for each bill and resolution gives, (1) the-
bill number, (2) the date of introduction, (3) the name of
the member introducing the bill, (4) the subject, (5) the-
effect of the proposed legislation or the "short title" of the-
bill, and (6) the position or status of the bill, on the date-
shown at the head of the column.

In 1916, until June 1, the index will be cumulated and!
published weekly, and each new issue will contain every-
thing that previous issues have contained, with changes,
in position of bills and new bills introduced subsequent to-
the previous issue. Weekly supplements will be issuedl
from June 1 until the publication of the complete annual:
number, about Aug. 1, in which will be shown the status;
of bills when the legislatures adjourned. After the issue-
of the complete annual number, weekly cumulative supple-
ments will be issued when any legislature is in regular or
special session.

The subscription to all the weekly numbers and the-
annual number and supplements, for 1916, will be $100, andl
subscribers for 1916 will be furnished the final 1915 number
for $10 additional.

Published by the McGraw Publishing Company, Inc.
Consolidation of Street Railway Journal and Electric Railway Review

Vol. XL VII

NEW YORK SATURDAY, JANUARY 29, 1910

No. 5

WHY NOT IN- A sequel to the investigation

VESTIGATE THE which has been conducted by the

INVESTIGATORS? - ,r „ n ■ ■ ,

Public Service Commission of

New York, First District, by the Thompson legislative
committee is the charge that the committee has main-
tained at least an indifferent guard against the squan-
dering of public money appropriated for its use.
Whether guilty or not, the committee has created in the
public mind a presumption of its guilt by its attitude in
regard to the statements which have appeared in the
daily press. For instance, the plea has been offered
that a "petty disagreement" over a hotel bill should
not be allowed to obscure the main issue of uncovering
graft, and that an investigation of the expenditures
made by other legislative committees would show in-
finitely greater abuses than in the present case. If
this is true, we believe that it is high time that the
system of accounting conducted by the State be
changed, and that a committee be appointed to investi-
gate the expenditures of the investigating committees,
of which many have been appointed by the Legislature
during the last few years.

DEATH
OF

JOHN A. HILL

One of the striking features in the
industrial development of this
country during the past two dec-
ades is typified in the improvement in character and
the extension of influence of the trade and technical
press. John A. Hill, who died this week in New York,
was one of the foremost leaders in this advancement.
He was always a strong advocate of high ideals in tech-
nical journalism and constantly practised what he
preached. He was a believer in the maintenance of the
editorial standards of his publications. To him the
primary obligation of a class paper is to its readers,
and he believed that its advertisers benefit in direct
ratio to the respect in which a publication is held by
its subscribers. He was one of the first to insist that
the advertiser had the right to know the exact paid cir-
culation of every periodical in which he was asked to
spend his money. It is not many years ago that the sub-
scription list of numerous class journals was practically
a sealed book to its advertisers and was more or less
surrounded by mystery. Now practically every period-
ical not only solicits inspection of its subscription list
and subscription methods but publishes in each issue a
statement of the exact circulation. Another direction
in which Mr. Hill's influence on trade publications was
beneficial was in his insisting in his own papers upon
greater attention to better typographical and mechani-
cal execution. Originally a printer and mechanic, this
side of journalism appealed to him with great force.

He never hesitated to change methods where improve-
ments could be made, and the improved condition of all
American technical papers of the present day has been
in a large measure due to his efforts in this direction.
The business press of the country will long remember
and respect the" methods, the strong personality, the
high ideals and the sterling honesty of John A. Hill.

PROPOSED The correspondence between the

CHANGES IN THE committee appointed to consider

CONSTITUTION , , D .

the recommendations of Past-
President Allen and the executive committee of the
Manufacturers' Association has been printed by the
latter and is being sent this week to all of the members
of the Manufacturers' Association. It is published on
another page of this issue with the resolution adopted
by the Manufacturers' special committee and indorsed
by the Manufacturers' executive committee disapprov-
ing the plan of one association. We also print this
week a letter from Mr. Brady, chairman of the Amer-
ican committee making the recommendations, a state-
ment setting forth the reasons, in his opinion, which
favor a single association. Our readers have, therefore,
before them both viewpoints. The entire subject is to
be considered at the mid-year meeting of the associa-
tion at Chicago, when it is to be hoped a satisfactory
conclusion will be reached. There is no doubt, as Mr.
Brady says, that the questions now before the industry
are very much larger than they were ten or fifteen
years ago, and that the proper solution of these prob-
lems is of equal importance to electric railway owners
and operators and to electric railway manufacturers.
If any proof was needed of the necessity of such action,
it is given by the statistics in our issue of Jan. 1, which
showed a far smaller increase in miles of track built
and cars ordered by city and interurban railway com-
panies than during any similar period for many years
past. In some important States there was practically
no construction, as in Massachusetts, which reported
only 1.09 miles of new track, and New Jersey, which
reported only 1.97 miles of new track. Anyone who is
acquainted with the conditions of the industry, however,
does not require statistics to be convinced of the seri-
ousness of the situation from the standpoint of both
the manufacturer and operator. There are many ways
in which the manufacturers can be of help if they will
take a more active participation in the counsels of the
association. According to Mr. Brady's letter, the pro-
posed amendments to the constitution are not perfect,
and it may be that some better plan of securing the
result hoped for may be found. We are strongly con-
vinced of the importance of a greater co-operation be-

196

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 5

tween the manufacturing and operating sides of elec-
tric railways and that the more real this co-operation
and spirit of mutual service are, the better it will be for
the industry. Whatever plan is adopted the standard
set should be united effort in a program that appeals
to all.

WHAT IS GOOD SERVICE?

In the criticisms which appear in the daily press on
electric railways, the charge is sometimes made that
such and such a company is not giving "good service."
But before the public can validly charge an electric
railway with not giving "good service," it must define
in words more clear than generalities what it means
by the phrase.

For instance, to one person the words "good service"
may mean a condition that during rush hours, as well
as at other times, every passenger should have a seat,
or it may mean that when he gets to a corner and wants
to take a car the car is ready there for him. If taxicab
service is what the public expects from the electric rail-
way, it is obviously impossible to satisfy this expecta-
tion. There are many kinds of transportation service,
and different agencies are organized to furnish the
different varieties. Each may be said to give "good
service" so far as it meets the requirements of its
specialty.

Good taxicab service consists in having comfortable
cabs available for instant call by any prospective pas-
sengers anywhere in the territory served; in providing
skilled drivers who can safely and expeditiously deliver
the passengers to their destinations, and in doing this
at a rate of fare commensurate with the expense in-
volved. To expect an approximation to taxicab service
at a 5-cent fare is so ridiculous as to be unthinkable,
and yet there is a tendency on the part of the public to
consider the service which is desired regardless of the
rate of fare charged.

Good electric railway service may involve occasional
standing in the car, walking 100 yd. along the car line
to the nearest stopping point, waiting five minutes for
a car at certain hours of the day, even if an important
business engagement has to be met, and other slight
inconveniences incidental to railway operation under
practical conditions. On the other hand, when the
public understands that seats for all cannot be fur-
nished at all hours of the day and night, that the loca-
tion of stopping points a reasonable distance apart con-
duces to good schedule speed, that the headway has to
be adjusted to the density of traffic, which varies from
hour to hour, etc., then the complaints will be less fre-
quent, and "boosting" as well as "knocking" will be
heard in the land.

It might be well, in the advertising which electric
railways do, to devote considerable space to definitions
of "good service," so far as electric railways are con-
cerned. Explanations on this point may lead to a clearer
understanding on the part of the thinking public as to
what "good service" as given by an electric railway
really means.

ULTRA-HIGH STEAM PRESSURES
The commencement of work on the new high-pressure
steam power station of the Public Service Company of
Northern Illinois, as outlined on another page, marks
an important step in steam-generating methods. Higher
steam pressures of late have been the subject of a great
deal of discussion, and plans have been made in several
cases to prepare for them when they arrive, but aside
from this, remarkably little evidence of a change in
practice has been noticeable for a long time. During
the past five years, in fact, attention has been devoted
almost exclusively to the elaboration of high-capacity
operation for steam boilers with incidental considera-
tion to increasing the physical size of boiler units. With
the Northern Illinois plant, however, comes a combina-
tion of all of the most modern ideas in central station
design, not the least noticeable of which is a 350-lb.
working steam pressure.

This is, of course, by no means an ultra-radical in-
novation, even though the highest pressures for sta-
tionary plants have remained at about 200 lb. for a
couple of decades. In marine practice higher pressures
have not been unusual, and at one time even steam loco-
motive practice evidenced a distinct tendency to go
beyond this figure. In the latter case, however, there
was a reaction in the advance that possesses at least
indirect interest in connection with the present move
toward higher pressures in stationary installations.
This reaction came about through the enormous in-
crease in maintenance costs that was caused apparently
by the relatively small rise in pressure from 200 lb. to,
say, 225 lb. It was demonstrated, in fact, that the gain
in economy accompanying the higher pressure was far
more than offset by decreased reliability and much more
costly repairs. In consequence many engines were built
for the lower steam pressure, and to-day it is extremely
unusual to find a new locomotive which is designed for
a pressure of more than 200 lb., while 180 lb.* is very
common.

Of course, the flat sheets and exposed tube ends of
the locomotive boiler impose upon it limitations that
do not exist in the case of stationary installations. Nev-
ertheless, it is likely that the general principle of in-
creased repairs with increased pressure will apply to
some extent in every instance, and therefore, not all of
the economy of the greater temperature range for the
prime mover made possible by the higher pressure is
going to be net profit. However, there is no doubt that
the high-pressure steam will be profitable, and in view
of the fact that there is nothing really experimental
about its use to the extent involved in the plant in
question, satisfactory results from it may be said to be
a foregone conclusion. Whether this installation is to
be followed by others with still higher pressures until
a figure of 600 lb. or 700 lb. is reached is by no means
so certain. These pressures have been proposed period-
ically since Thurston explained their promise of econ-
omy in the late nineties, but it must not be forgotten
that the temperatures of steam at such pressures plus
enough superheat to make it suitable for most advan-

January 29, 1916]

ELECTRIC RAILWAY JOURNAL

197

tageous use in all the stages of a turbine bring the
initial temperature to a point approximating red heat
and may well involve more expense for its control than
can be gained from the increased temperature range.

CAUSES OF RAIL CORRUGATION
The cause of rail corrugation is a subject so old that
it becomes perennially new, and that there is just as.
much interest as well as mystery as ever about the
cause of this peculiar wear is shown by the number of
letters which we have published on the subject within
the last three weeks. In the current issue one promi-
nent engineer gives his reasons for believing that the
cause of rail corrugation is the character of wheels used
rather than the shape of the rail. He cites the inter-
esting fact that one division of his line was free from
corrugation when cast-iron wheels were being employed,
but with the introduction of the steel wheel, the other
conditions remaining the same, corrugation immediately
appeared. Later the same thing happened on another
division of his lines. On the other hand, the engineer of
maintenance of way on another very large property, in
a letter also in this issue, agrees with the first writer
only in rejecting the theory that the shape of the rail
determines the extent of corrugation. He gives reasons
for attributing this peculiar wear to the hardness of
the modern rail.

The electric railways in this country are not the only
ones on which rail corrugation has been noted. It has
attracted as much, or even more, attention abroad, or
had before the commencement of the war. The Ger-
mans, especially, had made a study of the subject
through their own association as well as through a
special committee of the International Street & Inter-
urban Railway Association. The war has naturally
interrupted these studies, but according to one of the
last reports of the International committee, the rigidity
of the rail support has a great deal to do with the
production of corrugation, and among the remedial
measures tried one went even to a slotting of the web
to give a more flexible support. Another theory ad-
vanced abroad, and which had a number of supporters,
was that the primary cause lay in the chattering of the
rolls when the rails were in the mill, that a careful
examination would even disclose evidences of minute
corrugations in new rails before they were laid, and
that the operation of the cars served simply to develop
and accentuate these incipient waves and crests on the
rail surface.

In view of the wide interest in this matter and its
importance to railway companies, we believe, as we said
in the issue of Dec. 25, that the subject is one which
could very profitably receive careful consideration by
the committee on way matters of the American Electric
Railway Engineering Association. All of the theories
which have been advanced to explain the cause of rail
corrugation cannot be true. But perhaps one reason
for their large number is that it is about as difficult to
prove any of these theories to be wrong as to prove them
to be right.

FARE INCREASES AND A REASONABLE RATE
OF RETURN

An electric railway which has secured permission
from the proper regulating tribunal to raise its rates
after a hard struggle to make both ends meet has by no
means always before it a clear-cut road to prosperity.
Its future then becomes a business question. Since the
public must in the long run pay the cost of the service
which it uses, the people at large must meet every
authorized fare increase without any serious diminu-
tion of patronage.

There are economic limitations of rates beyond which
no regulative authority can act, and they are set by the
value of the service to the public. The fact that a com-
mission declares itself in favor of a reasonable return
by no means insures such a return, and the United
States Supreme Court itself cannot guarantee the busi-
ness success of a public service corporation by setting
forth its recognition of the right of honestly-invested
capital to its reasonable compensation. External con-
trolling influences must come into play upon utility
finances before the reasonable return can be received
by the investor, and among the factors which have to be
considered in the free establishment of rates are the
existence or prospect of competition, development of
private means of transportation, purchasing power of
the individual, necessity for the service, possibility of
reducing expenses, proportion of revenue devoted to
taxation, and other items.

On the operating side, certainly running expenses,
bond and note interest and depreciation must be covered
by the rates if an enterprise is to exist on the barest
economic margin. Failing, such rates, or revenue
rather, a receivership looms near, unless outside support
can be had. There may be cases occasionally where the
economic need of a utility was not sufficient to justify
its construction and where competition or other condi-
tions will not permit rates sufficient to meet the interest
charges, and on such roads a receivership is inevitable.
On other roads not so badly situated, after a fair trial
of the increased rates, the only possible course is to wait
for the gradual development of the territory, keeping
expenses as low as is feasible, cultivating every vestige
of latent traffic, and seeking so far as possible to ease
some of the burdens of taxation, accident cost, assess-
ments for local improvements and reconstruction of
road and equipment.

Not for a single moment do we desire to belittle the
immense importance of securing authority after clear
demonstration of the need to make rate increases, but
we do wish to point out that some of the considerations
above outlined explain the hesitation of many able man-
agers from applying to their respective commissions for
permission to establish higher fares on a scale which
arithmetically provides the 6, 7 or 8 per cent return
which they look upon as reasonable for their properties.
Rate increases are needed by numerous roads, but' if
anyone thinks that with a higher fare unit the financial
worries of all railway men will disappear, he is risking
a good deal of disappointment.

198

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 5

Bay State Car house at Lowell

Main Features and Detailed Costs of One of the Most Modern Carhouses on the Bay State
Street Railway's System— It was Built to Accommodate Eighty 40-Ft. Cars at a Total
Investment of Less Than $1,000 per Car, Exclusive of Real Estate

ONE of the latest carhouses of the Bay State Street
Railway is located on Middlesex Street, Lowell,
Mass., adjacent to the company's local power plant and
additional to an existing carhouse and shops. The build-
ing has a capacity of eighty 40-ft. cars, with ample room
for extension when it becomes necessary. It is a com-
bination of brick construction with concrete floors and
foundations, and was designed by the equipment depart-
ment of the company. The cost was $77,110 exclusive
of real estate, and the building contains a small shop for
light repairs and inspection service in addition to quar-
ters for the local line and track departments, a stock
room and a sand-handling plant.

Over all the building is 280 ft. 6 in. x 145 ft. It con-
tains ten parallel tracks, seven being provided with pits,
and is divided into three sections separated by brick
fire walls 12 in. thick. It is one story in height, there
being no basement except a compartment containing a
Gurney hot water heater and coal bin. The area under
the floor between pits is open to a depth of 4 ft. 9 in.
The piers are of reinforced concrete, and the floor of
the pit section is 4 in. thick, the main floor of the car-
house being 6 in. thick and reinforced with expanded
metal. The roof is of six-ply tar and gravel on timber
supports, and is provided with the usual extension fire
walls, these being carried from 5 ft. to 6 ft. 6 in. above
the roof and about 5 ft. beyond the end.

All pits are 200 ft. long and about 4 ft. wide between
piers, with drainage toward a central duct system dis-
charging into a brook near the building. The house
tracks are of 60-lb. T-rail carried on cast-iron plates at
the piers and clamped to the plates by %-in. U-bolts as
illustrated. The piers are 7 ft. apart on centers, and
located opposite each other, being 12 in. x 14 in. in sec-
tion. The outside walls are 16 in. thick, and wooden
swinging doors are provided at the end of each track.
The yard tracks are connected with the double-track
main line by four spurs, and two additional tracks are
located outside and parallel to the building from front

BAY STATE CARHOUSE — GENERAL VIEW SHOWING TOWER WAGON GARAGE AND SAND TOWER AT LEFT-HAND SIDE OF CARHOUSE

to rear. The yard tracks are laid in rock ballast and
the yard is 190 ft. long from the street to the carhouse,
providing ample space for switching and temporary
storage.

Span construction is used throughout the yard except
over the two outside tracks, where bracket suspension is
employed. The outside track on the east side of the
building borders a roadway convenient when handling

Pen

E

Electric Ry.Journal

BAY STATE CARHOUSE — DETAILS OF PIT CONSTRUCTION

supplies by teams, and rapid deliveries can be made at
any of the subdivided quarters above outlined, which
are 20 ft. wide and extend from end to end of the car-
house. There is clearance of 5 ft. between the inside
rail and the building wall to facilitate the loading and
discharge of service cars on the side track. The yard
is lighted by five inclosed arc lamps run in series off the
trolley circuit. The lamps are suspended by iron hooks
16 ft. above the ground, and the last lamp of the circuit
is grounded to the rail by a lead with drip loop, carried
through a %-in. pipe to the rail. Both the yard lighting

January 29, 1916]

ELECTRIC RAILWAY JOURNAL

199

BAY STATE CARHOUSE — FEEDER SWITCH POLE BOX; GROUNDED
ARC LAMP AT END OF YARD CIRCUIT

and carhouse power supply are controlled by knife
switches mounted in pole boxes outside the building.

Carhouse and Shop Equipment

The building- is equipped with Rockwood sprinklers
throughout, there being 535 ceiling heads, 426 aisle
heads and about fifty heads in the easterly section of
the establishment. The dry-pipe system is installed,
with four dry valves located in a compartment near the
small repair shop. Air is supplied by a 6-hp. "National"
motor-driven compressor mounted in one corner of the
shop, and the water supply is taken from an 8-in. main
leading from the power plant, where a fire pump supple-
ments the city pressure.

Aisle sprinkler heads in general are staggered and
mounted 8 ft. apart longitudinally in each line, the ad-
jacent lines being 30 in. apart and from 8 ft. 6 in. to
8 ft. 9 in. above the rail. Two air tanks, each 6 ft. long
and 30 in. in diameter, are provided. Along the interior
brick walls the sprinkler distributing pipes are carried

BAY STATE CARHOUSE — POWER AND LIGHTING CONDUIT AND
WALL SPRINKLERS

by %-in. x 1%-in. iron brace rods as illustrated, with a
25-in. clearance from the wall to the head. A 6-in. con-
nection with the street main supplements the line to the
power plant. Twenty-three wired-glass monitors are
provided on the roof and each is equipped with two
sprinkler heads, five being provided in a tower above
the sand pit. A ventilator surmounts each monitor at
one end of the latter.

Drainage arrangements are provided so that cars
can be washed in any part of the carhouse. The
interior illumination is provided by the monitors, sup-
plemented by 56-watt incandescent lamps in the pits and
along the walls. Near the entrance the main feed for
both lighting and power service is carried through an
inclosed fuse to a distributing board equipped with main
lighting and power switches and forty-eight snap
switches for local lighting circuits, each being provided
with a 5-amp. inclosed fuse and mounted on a slate
panel 7 ft. long and 18 in. wide. The snap switches are
of the Hart indicating type and control the circuits lead-

BAY STATE CARHOUSE — INTERIOR VIEW, SHOWING SPRINKLER LOCATION

200

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 5

BAY STATE CARHOUSE — HYDRANT HOUSE IN YARD

ing to the pits, offices, shop and other portions of the
building. The panel is bolted to curved iron straps,
which are in turn bolted into the wall and concealed
behind the panel itself, the clearance being 7 in. between
the panel and the wall. The bottom row of switches
is 5 ft. 6 in. above the floor, in the interests of accessi-
bility. A 23-watt lamp is installed over the track num-
ber at each door. In the pits 64-watt carbon incandes-
cents are used, with four circuits for each pit, con-
trolled by snap switches at either end. One lamp is
mounted on the bottom of the rail behind each pier, the
lamps in parallel rows being placed opposite one another
and 3 ft. 6 in. above the floor. All interior wiring is in
conduit, with the obvious exception of the trolley, which
is carried under a trough at a height of from 16 ft. to
18 ft. above the rail. Five compressed-air outlets are
provided in each pit. Wall lamps are mounted 14 ft.
apart and 12 ft. above the floor.

Sand is discharged from the company's cars through
the outer windows of a 20-ft. x 26-ft. sand compartment
and thence elevated by a bucket conveyor driven by a
7y2-hp. motor to a bin of 600 cu. yd. capacity. From
here it is carried downward through ducts, either to a
sand drier located directly below the bin or to two
spouts, one of which discharges into a car within the
building and the other outside. The spouts are each
provided with a 12-in. x 24-in. opening controlled by a
slide valve operated by hand lever, the spout being
hinged and drawn out of the way by a rope when not

BAY STATE CARHOUSE — LOCATION OF FEEDER CONNECTION
ON ROOF

BAY STATE CARHOUSE: PIT LAMP; HINGED SAND SPOUT

in use. After passing through the drier, which is
equipped with hot-water coils, the sand is ordinarily
delivered to the motormen in buckets. The conveyor
buckets are inclined and chain-driven, 12 in. long and
12 in. wide and from 1 in. to 5% in. deep, tapering
from front to rear. They are spaced 12 in. apart on
centers and are easily inspected, either at the receiving
room or through a hatchway at the top of the sand
tower, which is illuminated by two 23-watt lamps. The
coal bin of the heater room has a capacity of 50 tons,
and a 5-hp. sump pump is provided to discharge accumu-
lated water in the room into the sewer.

The repair shop contains a 24-in. Snyder drill, a
grindstone and two emery wheels, group driven by a
7V2-hp. motor. This motor, the air compressor, the con-
veyor motor and the pump motor are controlled from a
small switchboard in the shop equipped with the usual
knife and automatic release switches and rheostats, all
motors being of the 600-volt, direct-current type. Tools
are illuminated by two groups of five 23-watt lamps
each, mounted in white-enameled reflectors about 9 ft.
above the floor. The power panel is 36 in. x 39 in. in
size and is carried by 1%-in. x ]/2-in. strap iron bolted
into the wall. Two benches, two blacksmith's hand
forges and a number of stock bins are also provided.
At the front of the building a garage 21 ft. x 18 ft. in
dimensions is provided for tower wagon equipment,
with a panel carrying a positive and negative switch
for battery charging in case an electrically propelled
wagon is employed. These switches are separated by a
wooden barrier 1 in. thick and 5H in. deep, stud ter-
minals being provided at the bottom of the panel for

BAY STATE CARHOUSE— SHOP MOTOR, COMPRESSOR AND
SWITCHBOARD

January 29, 1916]

ELECTRIC RAILWAY JOURNAL

201

Detailed Cost of Middlesex Street Carhouse — Bay State
Street Railway

Quant

ity Unit Price

Total

3,565

cu. yd.

$0.50

$1,782

500

cu. yd.

.60

300

Pill

1,264

cu. yd.

.25

316

Concrete — plain foundation

908

cu. yd.

5.75

5,221

3.1

! cu. yd.

29

40,998

sq. ft.

.ii

4,920

Concrete, 4-in. sidewalk

56

sq. ft.

.18

10

Concrete coping, 13-in. wall

11

cu. yd.

12 00

132

21

cu. ft.

.33

7

Concrete, reinforced coal bin

3.3 cu. yd.

10.00

33

Concrete sills

271

cu. ft.

.45

122

23

12 00

276

10 295

cu. ft.

.30

3,088

Concrete, 6-in. floor

7*672

sq. ft.

.35

2,685

Tile coping, 13-in. wall

'292

liri ft

.20

58

4 000

16.00

64

II l i. , VM M.J

15.00

10,065

1 9 000

16.00

304

12*000

1 7.00

204

5 3 '000

lid. ft.

4 5.00

2,385

Timber — roof sheathing

79)000

hd. ft.

50.00

3,950

Timber — wall sheathing D & M . . .

4*000

bd! ft.

55.00

220

200

bd. ft.

50.00

10

166

Roofing — tar and gravel

39,085

sq. ft.

1,900

Roofing — slate

550

sq. ft.

.10

55

Millwork — doors

582

sq. ft.

398

2,758

sq. ft.

1,863

L 495

sq. ft.

748

Skylights

2 *3 5 2

sq ft

2,117

2 3, 430

lb'.

.03

703

6

7.50

45

Manhole — 30-in. light weight

1

8.00

8

Manhole — 29 -in. heavy weight....

1

10.00

10

Floor lights

22

sq. ft.

1.00

22

9,500

lb.

.02

190

7,149

lb.

06

4 29

Steel — structural

1,569

lb.

.04

63

Drains

602

5,451

Electric lighting

2,601

Plumbing

.is

1,039

9,819

sq. yd.

1 767

561

sq. yd.

.25

'l40

StitH nlrl pre;

8,752

Fence — wood

L095

Total

$67,345

Engineering, interest, insurance.

contingencies, 11 per cent

7.40S

Taxes and organization (during
construction), 3.5 per cent

2,357

$77,110

the attachment of charging leads, and each switch is in
circuit with a 75-amp. inclosed fuse. The panel is of
1-in. slate, 16 in. x 18 in. in size, and is carried 6 in.
from the wall.

The carhouse is equipped with three hydrant and hose
houses located in the yard, and has nine stations
equipped with Eco watchman's clock service. Each hose
house is 6 ft. square and 6 ft. 6 in. high, containing one
two-way hydrant and 225 ft. of hose in three lengths,
with lantern, axe and wrenches. Each house is set on
four concrete piers 12 in. square and 8 in. high, with
a concrete base below. The houses are open under the
roof and below the bottom, giving excellent air circula-
tion.

Construction Costs

The detailed cost of the carhouse, as compiled by
the company's engineers, is shown in the accompany-
ing table. The total given therein does not include the
cost of three hydrant houses in the carhouse yard, which
amounted to a total of $143 in addition.

The entire Pennsylvania Railroad System, whose
26,000 miles of track serve more than half the people
of the United States, completed on Dec. 31 two years
without one of the 361,572,114 passengers carried in
that period being killed in a train accident. Figures
for November and December were necessarily estimated.
This record of two years means the safe operation of
no less than 2,400,000 passenger trains, while at the
same time approximately as many more freight trains
were being cared for. A New Year's greeting to em-
ployees of the Pennsylvania Railroad from S. C. Lonjj,
general manager — posted on bulletin boards all over
the railroad — congratulates them on the road's freedom
from accident.

Power for Massachusetts Railways

Public Service Commission Gives Power Costs and
Energy Consumption for Electric Railways

IHE third annual report of the Public Service Com-
mission of Massachusetts, covering the year ending

June 30, 1915, contains the results of an investigation
of the power plant conditions upon the various electric
railways in the commonwealth, this having been con-
sidered necessary in connection with the investigation
of proposed increases in the rates of fare. The in-
formation was requested from the various railway com-
panies by circular letters, and the data which were de-
veloped from the replies appear in part in the accom-
panying table, the figures applying to the year ended
June 30, 1914.

In all cases the figures are given for power measured
as it leaves the power house or substation in direct-
current form. ■ The costs shown in the first column of
the table include all power plant expense for fuel
water, wages and maintenance, and the figures given in
the second column show these generating costs plus 11
per cent on the power plant investment for interest and
depreciation. In the third column the costs per kilo-

Table Showing Power Costs in Cents per Kilowatt Hour on
Massachusetts Electric Railways

Cost

Total

Gener-

Plus 11

Cost

Kw.-hr.

Car-

ating

Per Cent of Pur

- per

Miles,

Cost per Int. and

chased Car-

Thou-

Kw.-hr.

Depr'n

Power Mile

sands

Bay State

0.77

1.36

3.40

30,612

Boston Elevated

.58

1.28

0.71

3.60

59,200

Worcester Consolidated

1.22

0.45

3.87

8,997

.77

1.00

4.05

7,947

Berkshire

.89

1.71

0.55

3.92

3,726

Middlesex & Boston

1.41

0.75

2.85

3,756

Massachusetts Northeastern

1.40

3.54

2,545

Boston & Worcester

".99

1.80

3.82

2,122

Holyoke

1.03

1.56

3.39

2,134

.84

1.32

1.20

2.74

2,788

Northern Massachusetts. . .

2.85

3.65

1.80

3.15

877

Connecticut Vallev

1.41

1.75

1.40

3.37

961

Milford & Uxhridge

1.62

2.34

1.20

3.57

765

New Bedford & Onset

1.67

2.52

2.00

2.86

520

Fitchburg & Leominster

(water)

Fitchburg & Leominster

.58

.82

| 3.98

1,129

(steam)

1.07

1.49

Milford, Attleboro & Woon-

socket

1.30

2.50

3.55

477

Northampton

.92

1.44

3.74

747

Interstate Consolidated ....

788

Brockton & Plvmouth

1.08

2.43

2.66

2.59

456

Norfolk & Bristol

1.34

1.88

2.60

463

Norton & Taunton

1.97

2.90

2.12

368

Warren, Brookfield & Spen-

cer

2.02

2.58

2.06

274

Blue Hill

1.36

2.34

2.82

2.45

375

Concord, Maynard & Hudson

1.75

2.78

2.79

286

Taunton & Pawtucket

2.38

3.26

2.66

251

watt hour apply only to

power that is

purchased, and in

this case no interest on plant investment is included,

the cost being simply the rate paid to the company
which supplies the power to the railway. In some cases
the street railways which purchase all or a large por-
tion of their power have idle stations which are kept
in reserve, and although interest on the cost of these
stations should properly be added to the amount paid
for power, it was not possible to determine what this
investment is in all cases, so that it has not been in-
cluded in the figures of the third column.

A considerable variation in the cost of coal at the
power house is found on the various railways. For the
first five companies in the list, the average cost of coal
per ton of 2240 lb. is as follows : Bay State, $4 ; Boston
Elevated, $3.56; Worcester Consolidated, $4.15; Spring-
field, $4.17; Berkshire, $3.76. The maximum price paid
for coal by any one of the companies is $5.50 per long
ton in the case of the Connecticut Valley Railway, the
lowest price being that applying in the case of the Bos-
ton Elevated Railway, owing to the proximity of its
generating stations to tidewater.

202

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 5

Manufacturers' Night at Boston

New England Street Railway Club Hears Address by-
Cornell S. Hawley on Relations Between Electric
Railway Men and Manufacturers

NEARLY 400 members and guests of the New Eng-
land Street Railway Club celebrated the first
"Manufacturers' Night" in the history of the organiza-
tion at the American House, Boston, on Jan. 25. The
speaker of the evening was Cornell S. Hawley, president
of the Laconia Car Company, Boston, and a past-presi-
dent of the American Electric Railway Manufacturers'
Association, his subject being the "Relation Between
Electric Railway Men and the Manufacturers." At
the close of the address, extracts from which are given
below, an entertainment program consisting of a strenu-
ous amateur minstrel show staged by club members was
enjoyed by all present.

Mr. Hawley spoke in part as follows:
"The electric railways are operating, in many cases,
under exacting regulations and facing serious wage de-
mands. They cannot without permission from some
commission or organization increase fares or reduce
service or wages. It is, however, to be hoped that future
railway laws in all States will be those well designated
as the 'wisest laws,' laws that will 'lay down general
principles and standards and give to the administrative
body ample discretionary executive powers.'

"We all realize that any efforts by the manufacturers
to create a better feeling on the part of the public
towards the railways are helpful not only to the rail-
ways but to the manufacturers themselves. The pros-
perity of the manufacturers is dependent upon that of
the railway companies.

"Probably in no line of business are the relations
between the purchasers and the manufacturers more
cordial than in the electric railway field. The railway
man assists the manufacturer in pointing out to him
new fields for his devices or inventions and improve-
ments which can be made in his present apparatus.
And the manufacturer is equally ready and willing to
show the railway man where economies or improvements
can be made in the railway equipment or construction.
This mutual interest inspired the organization of the
present Manufacturers' Association, which was formed
at the Saratoga convention in 1903. Its purpose, as
stated in the by-laws, was not alone the advancement
of the interest of its members, but also the advance-
ment of the interests of the Railway Association and
its affiliated bodies. The membership roll of the Manu-
facturers' Association has increased very rapidly, the
scope of its work broadened, and I believe it has fully
met the expectations of its organizers. The Railway
and the Manufacturers' associations have worked in the
utmost harmony. It was, however, at the recent conven-
tion suggested by the retiring president of the Ameri-
can Electric Railway Association that a still closer re-
lationship would be advisable, and the executive com-
mittee of the Railway Association, acting upon this
suggestion, has recommended a change in its by-laws
to provide for an affiliated association consisting either
of the present association or a new one.

"If such a closer relationship can be established and
the manufacturers retain their organization and per-
form the same functions as at present, this will un-
doubtedly meet with the hearty approval of the manu-
facturers. Some fears, however, have been expressed
that the closer relationship suggested may mean the
practical absorption of the Manufacturers' Association.

"We have recently read with great pleasure that 'the
swing of the pendulum is toward constructive policies.
For the first time in some years the annual message
of the President is not punctuated with sharp shafts

aimed at the railways, the industries, the corporations,
the banks and the possessors and creators of wealth.'
'The people now realize their delusions. They discov-
ered that when big business was crippled, little busi-
ness suffered; that when the initiative was taken from
industry, not only the capital invested suffered, but that
every workman suffered with his employer.'

"And what James J. Hill, that great railroad builder,
has said concerning the steam railroads, applies also
to the electric railways. That is, 'The railroad is the
sap of the industrial tree. It is the speed indicator of
industry. It is the thermometer of credit. Its stability,
its prosperity, its ability to confront with confidence a
totally new era in the capitalistic and credit conditions
of the world, must be protected and assured. No duty
devolving upon those who sit in the watch-tower of the
world can take precedence of this."

John A. Hill Dies

Had

Interests

Done a Great Deal to Advance the
of Technical Journalism

JOHN A. HILL, president of the Hill Publishing
Company of New York, died suddenly from heart
disease on Jan. 24 while traveling to his office from
his residence in New Jersey. His company publishes
Engineering and Mining Journal, Engineering News,
Power, Coal Age and American Machinist.

Mr. Hill was born
in Vermont, and at
the time of his
death was fifty-sev-
en years old. His
early life was spent
in Central Wiscon-
sin, and at fourteen
years of age he en-
tered a rural print-
ing office.

After putting in
a few years gaining
practical experience
there he purchased
a half interest in a
machine shop, but,
in 1878, he moved
to Colorado. Here,
for a time, he oper-
ated a locomotive on the Denver & Rio Grande Railroad,
but his bent toward journalism induced him to found
in 1885 the Daily Press at Pueblo, Col., of which he
was editor for several years, and to write articles on
locomotive and machine shop engineering for the tech-
nical press. A number of his technical articles written
during this time were published in Locomotive Engi-
neering of New York and led to an invitation to him in
1888 to take charge of the paper. Seeing its possibil-
ities, Mr. Hill associated himself with Angus Sinclair
and purchased the publication, whose subscription list
grew rapidly. After eight years with Locomotive En-
gineering Mr. Hill, in 1896, sold his interest in that
paper to Mr. Sinclair and purchased the American Ma-
chinist. Later, Power, Engineering and Mining Jour-
nal, and Engineering News were purchased. Coal Age
was established in 1911.

To house these different publications the Hill Build-
ing was erected at Thirty-sixth Street and Tenth Ave-
nue, New York. It is thirteen stories in height and
occupied largely by the several publications of the Hill
Publishing Company and by the printing plant operated
in connection with them. Many special devices for ex-
pediting the work and safeguarding the employees are
installed in this building.

JOHN A. HILL

January 29, 1916] ELECTRIC RAILWAY JOURNAL

203

Construction and Operating Details of
Philadelphia Electrification*

The Author Describes the Service Supplied by the Suburban Electrification, Explaining the
Reasons for Choice of the A.C. System and Outlining the Methods Used
in the Design and Construction of the Overhead Wiring
By GEORGE GIBBS

Gibbs& Hill, Consulting Engineers, New York City

THE recently-inaugurated electric train service be-
tween Philadelphia and Paoli on the Pennsylvania
Railroad is wholly suburban, neither through passenger
nor freight service having been electrified. To pro-
vide for these latter services electric locomotives would
have been required, together with the establishment of
outlying yards and extensive engine terminals for the
interchange of power, and these would have introduced
complicated problems in the way of rearrangement of
engine runs, special freight switching and the delay
to passenger service incident to the additional power
interchange. Also, electric operation for through trains
would not have assisted in the solution of the problem
of congestion at Broad Street Station, the primary rea-
son for the installation, and it was not, therefore, con-
sidered in connection with the recent electrification.

The electrified suburban service includes all of the
Philadelphia-Paoli locals and expresses, consisting of
seventy-eight trains a day operated regularly at half-
hourly intervals with additional trains in the morning
and evening rush hours. The half-hourly trains make
all stops, while the extra rush-hour trains, five each way
per day, omit stops for about one-fourth of the run in
the outskirts of Philadelphia. There are nineteen in-
termediate stations on the line, making the average dis-
tance about 1 mile between stations. The running time,
under steam conditions, was fifty minutes for east-
bound local trains and fifty-seven minutes for west-
bound local trains, owing to the 0.7 per cent average
grade existing for the first 10 miles of route outside of
Philadelphia. Under electric operation, the equipment
was laid out to operate on a forty-seven-minute east-
bound schedule and a fifty-minute west-bound schedule.

At present, as initial operation, the runs are made
in forty-nine minutes and fifty-two minutes respectively,
this being equivalent to an average speed, including
stops, of practically 25 m.p.h. The maximum power
required during acceleration is about 850 hp. per car,
and for the present electric schedule the demand for
power during short-time peaks is about 20,000 kw., and
the average hourly demand during the rush-hour is
about 6000 kw. The average load for the day is only
about 2000 kw.

To meet the schedule requirements two of the most
powerful electric motors which could be placed upon
one truck without raising the car floor or weakening
the underframe were installed, these being of 225 hp.
with forced ventilation, and, to make the schedule in-
dependent of the number of the cars in the train, all
cars were equipped with motors.

Choice of Electric System

The choice of electric system for the Philadelphia in-
stallation was made after a careful analysis of all sys-
tems available, not only for the present work and its
probable extension in and around Philadelphia, but for

•Abstract of a paper presented before the Philadelphia branch
of the American Society of Civil Engineers, Jan. 3, 1916.

possible future application of electric traction to long-
distance hauls on the main line of the railroad. Be-
cause of the fact that the railroad company had an im-
portant and successful third-rail direct-current electric
installation at its New York terminal, it was naturally
predisposed to adopt the same system in Philadelphia,
provided that this was found suitable for long-distance
extension in the future for all kinds of traffic. How-
ever, the character of the New York installation was
fixed by local conditions in an underground terminal
and by the state of the art at the time it was decided
on, nearly ten years ago. Therefore, the presence of
this system, while it was, of course, considered, was
not allowed to handicap future extensions there and
elsewhere, especially because a new and better system
had been since developed and could be made to operate
harmoniously with the existing system.

It was concluded that an overhead contact wire, con-
veying high-tension alternating current, was the most
suitable system for long-distance traction with heavy
and relatively infrequent train units, and presented also
the fewest objectionable features for the equipment of
large and complicated yards. In addition, an extremely
simple and efficient appliance, the mercury-arc rectifier,
had fortunately been developed, so that it had become
possible to operate direct-current or alternating-cur-
rent motors interchangeably on either an alternating-
current line or a direct-current line. This development
was the last step needed to unify the operations of the
two prominent electric systems, and the company was
thus enabled to adopt the alternating-current system in
Philadelphia with the assurance that if Philadelphia
and New York were electrically connected in the fu-
ture, the two systems would work together to make a
complete operating division.

Catenary Construction

The overhead contact wire from which the high-ten-
sion alternating current is collected has been designed,
in this installation, to be supported on a catenary sys-
tem without any provision for changes in height due
to temperature variations. In foreign installations the
contact line has been frequently divided into sections
a half mile long with the wire anchored at the middle
of each section, and the two ends provided with tension
weights running over pulleys. But complications are
introduced in carrying out consistently any automatic
tension scheme, and the writer believes that, for the
present at least, it is inadvisable to complicate over-
head structures with such devices in advance of positive
knowledge that they will be needed.

On the Philadelphia electrification the result of not
using automatic tension has been that there is a maxi-
mum vertical movement of trolley wire of about 12 in.
on tangents for each 100 deg. of temperature range, and
on curves this movement may be as much as 30 in. with
a 20-in. horizontal movement.

Throughout the installation insulation of the very

204

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 5

best kind has been used. On portions of the line sub-
ject to frequent hard usage, at least double insula-
tion has been provided, and on sections of the line sub-
jected to the most uncertainty or abuse triple insulation
to ground has been installed. The material for the
insulators also was made the subject of a very careful
study. The writer was much impressed with the beau-
tiful appearance of foreign-made porcelain insulators,
especially the German, and obtained representative sam-
ples for tests. Upon investigation, however, it did not
appear that these were entirely desirable for American
conditions, chiefly because of their excessive brittleness.
It was finally decided to adopt American porcelain insu-
lators made by the wet process, special care being taken
to produce mixtures which would withstand sudden
changes in temperature. In general the problem of
obtaining perfect insulators seems to reside chiefly in
getting a proper mixture free from impurities, and in
molding it without voids and firing it at the proper
temperature. If the insulator is over-fired it will be
very brittle, and if under-fired it will be too porous, so
that moisture will be absorbed and will cause an elec-
trical failure.

Suspension-type catenary insulators were used for all
of the overhead construction. These consist of three
porcelain disks in series, each 8 in. in diameter and
cemented into a malleable iron cap. The porcelain and
the metal part are put together at a temperature of
120 deg. Fahr., so that in cooling they will not produce
bursting strains on the porcelain by differential contrac-
tion. Electrical tests were made both wet and dry, and
under the worst conditions these were required to show
in the completed unit a factor of safety of ten in the
wet tests and of twenty in the dry tests. Mechanically,
the breaking strength of these insulators is about
18,000 lbs., while the maximum working load is 5500 lb.

Construction Methods

In connection with the erection of the overhead con-
struction the first important operations were in the
designing offices, where the plans for all structures were
made in detail. It was especially important to avoid, as
far as possible, all cutting and fitting of wires, hangers,
etc., in the field, and in consequence, elaborate and com-
plete plans were made in the designing office to deter-
mine the position which the trolley wires would assume
at each point over the line with certain predetermined
sags, the location of messengers in reference to the
tracks, etc. The calculations established the length of
all trolley wire hangers which were furnished from the
plant to the field cut to length and fitted with their
attachments. When put into position it was found that
the trolley hung in its proper plane and position with
but little field adjustment. While this process involved
a large amount of designing, it was considered that it
was amply justified by the resulting saving in cost and
time during the construction period.

Excavation for about 412 bridge foundations was
required for the catenary supports, and the soil for the
most part was of clay which was stiff enough to require
no shoring when the excavation was followed closely by
the concreting. The aggregates for foundation concrete
were distributed by a work train in approximately the
required quantity adjacent to each foundation, and all
concrete was hand-mixed on boards and was poured
very wet, so that it was not necessary to do a great
deal of tamping. As far as practicable, excavations for
the ground ends of the anchors were made at the same
time as those for the pole foundations, and the concrete
slabs at the bottom of the anchors were poured at the
same time as the main foundation.

In the erection of bridge structures the poles were

unloaded near their respective locations and then lifted
into place on their foundations by a derrick car. The
anchor and signal bridges were erected in position by
a derrick car directly from the freight cars on which
they were received. Following this, the cross-catenary
spans, consisting of top and bottom wires with their
connecting links, all previously fitted together at the
construction yards, were hung* in place from work
trains, and the whole catenary pole span was then com-
pleted by putting on the guy rods and making final
adjustments for tension.

Erection of Longitudinal Wires

When enough structures and bridges were in place
and the insulators suspended from them, wire-stringing
work trains were organized. These were usually made
up of one or two flat cars to carry the reels of wire, one
or two tower cars and a box car used as a material and
tool car. The steel messenger wire was fed out from
the top of the tower car and strung from anchor bridge
to anchor bridge and adjusted to the proper unloaded
tensions, which were furnished by the office force.
Until final adjustments were made this messenger wire
was supported on pulley blocks suspended from the insu-
lators, thus allowing it free play longitudinally. These
blocks were removed later and regular supporting cast-
ings were substituted.

While supporting its own weight only, the cable was
given such a tension as would be necessary to insure
proper sag when fully loaded. This tension was com-
puted and furnished to the field forces by means of
curves showing the relation between temperature and
tension for each stretch between anchor bridges. The
proper tension was obtained by means of a dynamom-
eter, and the cable was allowed to stand for a time and
adjust itself approximately to uniform tension through-
out its length, and then was finally socketed and an-
chored at both ends.

Following the erection of the messenger wire, a train
made up of several tower cars marked the proper loca-
tion of the hangers on the messenger in accordance with
the drawings, and then fastened in position the hangers
which had previously been cut to length and fitted with
castings. The next operation was to string the auxiliary
and main trolley wires from anchor bridge to anchor
bridge, holding the wires temporarily at the bottom
of the hangers by means of iron straps which could
readily and quickly be applied.

The final operation, which was carried out by a train
of tower cars, was to adjust the trolleys to their proper
tension and to clip them in. Where cross-overs, sec-
tion breaks, etc., occurred, the fittings were put in as a
last operation, because only one or two tower cars were
required to accommodate the number of workmen that
could be employed to advantage in the short lengths
involved.

For all of this overhead construction, ten flat cars
were equipped with towers, the working platforms of
which could be readily raised and lowered by means of
chain blocks. When in the lowest position these towers
had a height of 18 ft. 6 in. above the rail, with a possible
raise of 4 ft. The number of men employed in the con-
struction work varied from 200 to 685, and were vari-
ously divided into gangs at different stages of the work,
consisting of laborers on excavation and concrete, iron
workers on the erection of structures, linemen for
stringing the wires, bonding gangs on track bonding,
carpenters on form work, and miscellaneous workmen
and wiremen on the equipment of substations.

Foundations for catenary bridges were completed at
the average rate of about; two per day, reaching a maxi-
mum of six per day. With the derrick car twenty-five

January 29, 1916]

ELECTRIC RAILWAY JOURNAL

205

poles could be picked up and set in place per day, the
tubular bridges being erected and completed at the rate
of two per day. The erection of longitudinal wiring,
including messenger and trolleys, clipping in and ad-
justing, etc., was completed at the rate of 3.1 track-
miles per day for straightaway work. The wire train,
stringing four wires at once, could run out 8 miles per
day, but in complicated yard work the progress, of
course, was much slower. The equipment of one train
at work for about twenty-six weeks was required to
string and clip in the trolleys and to make the section
breaks, cross-overs, etc., complete. Track bonds were
applied at the rate of about 250 bonds per day.

New Franchise Adopted in Des Moines

Digest Covers Main Points of Rehabilitation, Safety
and Service Regulations, Supervisors, Arbitration,
and Fares and Transfers

THE Des Moines (Iowa) City Railway, after ten
years of franchise controversy and negotiations, re-
cently secured what is considered by its owners to be a
workable franchise, as noted in the Electric Railway
Journal of Dec. 4, page 1137. In view of the extended
negotiations carried on before reaching the final results,
the general publicity given to the case and the impor-
tance of the company, it is felt that a resume of the
main provisions of the franchise may now be of interest
to electric railway operators.

Provisions for Rehabilitation and New
Construction

The franchise extends for twenty-five years from the
date of the final acceptance by the company after the
approval by the electors. Within three years after the
passage of the ordinance the company is required to
follow a program of reconstruction, rehabilitation and
new construction involving an expenditure of $1,500,000.
Within this time it must remove from the streets all
its present unused track, make certain specified exten-
sions, reconstruct at least 20 miles of the existing tracks
with new rails of the most modern and improved type,
increase its present power plant by adding the necessary
equipment for efficient and continuous operation, place
in service within nine months after the approval of the
ordinance at least twenty-five new double-truck cars of
up-to-date design (said cars to be equipped with four
motors and with both hand and power brakes), and
make certain property transfers with the Inter-Urban
Railway.

The franchise contains various detailed specifications
in regard to the construction and spacing of tracks,
rails, bonding, special work, poles and wires, feeder and
transmission wires, conduits and conductors. In the
matter of extensions, it is provided that a majority of
the adult residents of any district may, in writing,
petition the City Council for an extension, and this body
may order the extension made, provided the territory
contain a sufficient population for the company to re-
ceive a revenue equal to the cost of operating the cars
(including ordinary track, car and overhead mainte-
nance expenses), together with a reasonable deprecia-
tion upon the cost of the extension and the equip-
ment used.

Safety and Service Regulations

The company is required to operate on all its lines
cars of modern design and equipment, and all its new
cars must be equal in efficiency to the type previously
described, and be furnished with such improvements
and appliances as are deemed by the supervisors neces-
sary and proper for the safety, convenience and comfort

of the passengers, the employees and the public. It is
the intent of the ordinance that the construction, ma-
chinery and equipment as a whole be kept abreast of
the progress of invention and be at all times equal in
quality to that in use on the best managed and equipped
street railways in cities of the same size and class.

It is expressly agreed in the ordinance that no divi-
dends on the outstanding stock are to be considered or
allowed in determining the quality or quantity of serv-
ice the company is obligated to furnish. Subject to the
payment of all costs of operation, including taxes and
interest at not to exceed 5 per cent on the company's
bonded indebtedness and not to exceed 6 per cent on
its other indebtedness, and also subject to the setting
aside of a depreciation fund after the three-year period,
the city is entitled to have and the company is bound
to render first-class service.

Unless otherwise provided by statute the company,
except for snow and ice, is not required to sweep, clean
or sprinkle any street save in places where by reason
of sand or other causes it is itself responsible for the
condition. Even snow and ice need not be removed
from unpaved streets or from paved streets in the out-
lying districts, unless in the judgment of the City Coun-
cil the snow and ice removed from the tracks to the
other portion of the street constitute a serious impedi-
ment to public traffic. The company is responsible for
the improvement and maintenance of streets and pave-
ment between its tracks and 1 ft. outside, and on bridges
for the space of 3% ft. each way from the center line
between the rails.

The company is allowed to use either overhead or
underground trolley construction and any motive power
except steam locomotives, but any power other than
electricity may be utilized only with the consent of the
city. In the case of electric motive power, each motor
passenger car must be in the control of a motorman
and a conductor who have had at least ten days' instruc-
tion under an experienced motorman or conductor in
service for at least one year immediately prior to such
instruction.

Appointment of Supervisors

The ordinance provides that two supervisors shall be
chosen to have control over the quantity and the quality
of service, schedules, routes and terminals, the character
and equipment of cars, and the stopping points for cars.
One supervisor, representing the city and holding office
at the pleasure of the City Council, is supposed to act
as a technical adviser to this body in all matters affect-
ing the interpretation or application of the ordinance.
The other supervisor is to act in behalf of the com-
pany and represent it in all transactions with the city
arising out of operation under the ordinance. The com-
pany may at any time, upon notice to the city, have the
duties of the company supervisor performed by a desig-
nated executive office to the same effect as if the former
were acting. The company must furnish the city
supervisor with a furnished room and necessary clerical
help, the latter now to cost not to exceed $100 per month.
This allowance, however, is to be increased hereafter
in the same ratio as the gross receipts of the company
increase. The salary of the city supervisor must be
paid by the company at the rate of one-fourth of 1 per
cent of the gross annual earnings, but not to exceed
$5,000 per annum. The company must furnish the city
supervisor monthly reports of car mileage, earnings and
expenses of operation, investments in renewals, better-
ments and additions, and such other reports as are
requested by him or the City Council, and must give
him free access to inspect and audit the books.

The ordinance provides for arbitration of questions
upon which the supervisors fail to reach an agreement.

206

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 5

and of differences between the company and its em-
ployees in matters not excluded from arbitration or cov-
ered by some other method of settlement under law or
contract. Each of the parties must appoint one arbi-
trator within five days after written notice. If the
two arbitrators fail to decide within fifteen days after
the notice for the appointment of the arbitrators is
given, or such additional time not exceeding thirty days
as the arbitrators unanimously agree upon, the parties
must within five days after notice thereof appoint a
third arbitrator. In the case of failure to do so, the
two arbitrators already appointed are to select the third
one. In case this is impossible the Supreme Court of
Iowa is to appoint the third arbitrator. Moreover, in
case either party fails to appoint its arbitrator at first,
this court, upon the application of the party not in
default, may appoint the arbitrator for the other one.

Rates of Fare and Transfers

The maximum rate of fare for a single continuous
ride within the limits of the city in one direction is
fixed at 5 cents, but the company in at least twenty-
five convenient places must sell to any person applying
therefore six tickets for 25 cents, each as good as a
5-cent fare. The fare for children under twelve years
of age is 2.5 cents, the payment of a 5-cent cash fare
entitling a child to a ticket which will be accepted as
fare for another ride. Children under six years of age,
when accompanied by an adult paying fare, may ride
free. High school pupils on their way to and from
school on actual school days, between 7.30 a. m. and
4.30 p. m. are to be carried on non-transferable tickets
sold in books at the rate of twenty for 50 cents. These
tickets must be kept on sale in all high schools by per-
sons furnished without charge by the principals thereof.
The charge for owl service may be double the maximum
rate.

Transfers must be issued for lines that cross or come
within what the supervisors consider a reasonable dis-
tance of the line on which the rider first took passage,
but the payment of a single fare will not entitle the
passenger to reverse his general direction of travel.
Transfers will be issued upon transfers without addi-
tional charge, under reasonable regulations for the pre-
vention of fraud. The use of a transfer by other than
the one to whom originally issued is a misdemeanor,
punishable by a fine not to exceed $25.

Miscellaneous Requirements

The ordinance contains other clauses relating to the
use of the company's tracks for interurban and freight
traffic, the necessity of city approval in locating new
lines and abandoning old ones, and the joint use of
poles by the city without compensation. It also provides
that the company must advise the city of the terms of
all security sales, and that the proceeds must be used for
refunding purposes or for additions, betterments and
improvements.

After the expiration of the three-year rehabilitation
period the company is required to set up a sufficient
depreciation fund to cover "replacement, renewals, new
equipment and installations necessary to maintain the
entire system and preserve the property of the company,
including power plants, overhead car lines, transmission
lines, feeder lines, track and car equipment "in an effi-
cient operating condition and in modern first-class con-
dition suitable for carrying on the company's business."

The company agrees to give the city the right, during
the term of the franchise, upon at least six months'
previous notice in writing, to purchase the entire street
railwav svstem. For this purpose it was agreed that
the value of the property, as of Aug. 1, 1915, was

$5,000,000. Provision is also made that a default in
observing the ordinance for three months (unless due
to strikes, court action or other unavoidable causes)
constitutes a forfeiture of the grant. The company
must remain an Iowa corporation, with principal office
in Des Moines.

The company may pay salaries according to those of
enterprises of similar magnitude and general character
for like services, but the city by written notice may
object to any specified salaries, and in the event of a
disagreement, the determination of a proper amount
must be submitted to arbitration.

Higfh- Pressure Steam Station in Illinois

A 'Steam Pressure of 350 Lb. Will Be Generated in
10,000 Sq. Ft. Boilers

WORK has been started on the new power station of
the Public Service Company of Northern Illinois
on the Desplaines River 1 mile south of Joliet, 111. This
installation will embody the latest ideas in high-pressure
steam generation. The three Babcock & Wilcox boilers
to be installed will be of the cross-drum type with a
heating surface of 10,000 sq. ft. and will produce steam
at 350 lb. pressure with 225 deg. Fahr. superheat.
Superimposed on each boiler there will be a Babcock
& Wilcox all-steel economizer with 6700 sq. ft. of heat-
ing surface. Each boiler with its economizer will com-
prise a complete unit which will be incased in a steel
shell to prevent air leakage. Two of these units will
supply enough steam to operate one 12,000-kva. turbo-
generator. The third boiler will be held in reserve.

Two Babcock & Wilcox chain-grate stokers placed side
by side in a single furnace will serve each boiler. The
stokers will each measure 8 ft. wide x 14.5 ft. long,
giving a grate area of 232 sq. ft. per boiler. The ratio
of grate area to heating surface will be 1 to 42.5. This
is one of the highest ratios used by any power house in
the Middle West. Induced draft will be supplied by
motor-driven blowers. An individual self-supporting
steel stack will be installed for each boiler. The only
steam-driven auxiliaries in the plant will be the boiler-
feed pumps, which are to be of the multi-stage, turbine-
driven type. A bucket elevator will be used to convey
the coal from the cars to overhead bunkers, and the
ashes will be handled entirely by conveyors from the
furnace until deposited in outgoing gondola cars. The
fuel used will be screenings from the Illinois mines.

For the present one turbine of the Curtis horizontal
type with an exciter on the same shaft will be installed.
It will be rated at 12,500 kva. or 10,000 kw. at 80 per
cent power factor, and will produce energy at 12,000
volts, three-phase, 60 cycles. The turbine is designed
for a working pressure of 300 lb. In the steel and
masonry building which will be erected space will be
provided for a future unit which will probably have a
rating of 20,000 kw.

The Westinghouse surface condenser into which the
turbine will exhaust will contain 20,000 sq. ft. of cool-
ing surface and will be designed for a back pressure of
0.77 in. absolute. With the turbine operating at full
load the condenser will take 18,000 gal. of circulating
water a minute. The condenser auxiliaries, including
the Leblanc air pump, are all to be motor-driven.

The station is being designed by Sargent & Lundy,
consulting engineers, Chicago, assisted by Von Hoist &
Fyfe, architects. It will be operated by the Public
Service Company of Northern Illinois, of which Samuel
Insull is president, F. J. Baker is vice-president in
charge of operation and construction, G. H. Lukes
general superintendent, and J. L. Hecht mechanical
engineer.

January 29, 1916]

ELECTRIC RAILWAY JOURNAL

207

Illinois Association Meets

The Principal Paper Presented Was on Expanded Steel Truss Poles, Whose Method of Manu-
facture and Performance in Service Were Described — There Was Also a Discussion
on the Safety Code, and Officers for the Ensuing Year Were Elected

SIXTY members of the Illinois Electric Railways As-
sociation attended the annual meeting in Chicago
on Jan. 21. New officers were elected, and a stereopti-
con lecture on steel poles was delivered by A. J. Bates
of the Bates Expanded Steel Truss Company, Chicago.
The present status of the proposed safety code rules of
the Bureau of Standards, Department of Commerce,
was detailed by John Leisenring, chairman of the en-
gineering committee of the Illinois association.

L. C. Haynes, East St. Louis & Suburban Railway,
called the meeting to order, as President F. E. Fisher
was delayed by floods in the Illinois River valley.

Proposed Safety Code Rules

Mr. Leisenring, Illinois Traction System, spoke of
the need for close attention on the part of all railway
members to the proposed safety code of rules. The
president of the association had sent out a request for a
written discussion of the rules, but the lack of answers
indicated that the importance of the rules had not been
realized. The rules were prepared by the Bureau of
Standards about two years ago. Since that time the
bureau has held numerous open meetings, and a large
number of changes in the rules have been made as a
result of work of the committees of the American Elec-
tric Railway Association and other associations. The
present code, he said, was much less radical than that
originally proposed, but there were still some points
that needed revision. It is understood that after the
rules have been finally approved and sent to the State
commissions the bureau will recommend their adop-
tion for a trial period of one year. Then the necessary
revisions will be made, and the rules will finally be
adopted for all properties. Much weight should be at-
tached to these rules, because they will be promulgated
by a government body.

Mr. Leisenring said that probably a final meeting
would be held at Washington during the next two or
three months to secure the ratification of the code as it
now stands. A letter from S. W. Stratton, director of
the Bureau of Standards, was read. This letter out-
lined the course of procedure which would be followed
in obtaining final ratification of the code.

The chair, at the request of Mr. Leisenring, called
upon E. J. Blair, Chicago Elevated Railways, to say a
word regarding the proposed safety code rules. Mr.
Blair said it was his desire to try out all of the rules
that applied to his property and thus learn by actual
experience which rules might be objectionable. After
the trial he would be able to turn in valid objections,
not objections to little things like the installation of
rubber mats and minor safety improvements that would
total but a few hundred dollars. Mr. Blair recited the
work which has been done by the American Electric
Railway Association toward the revision of this code,
and he recommended that the Illinois Association in-
struct its engineering committee to study the code dur-
ing the coming year so that it might prepare a strong
discussion of the code later on.

Mr. Leisenring then described the year's work as
planned for the engineering committee of the Illinois
Association. He said that the studies had been con-
fined to the subject of power economy, subdivided into
three parts: (1) Distribution; (2) on the car; (3)

return circuit. Papers had been read at previous meet-
ings of the association on the subject of oxy-acetylene
welding and on the proper location of feeder taps.
These were part of Subjects 1 and 3. The paper of the
day on the subject of steel poles was a part of Subject
1. Later a paper would be presented on the power
economies to be obtained on the car. Mr. Leisenring
then introduced A. J. Bates as the inventor and manu-
facturer of "a remarkable new expanded steel truss
pole which was meeting with success in the electric
railway electric lighting and telephone fields."

The Expanded Steel Truss Pole

Mr. Bates described and illustrated with the help of
a lantern, the development and the commercial manu-
facture of his light-weight one-piece steel truss pole in-
tended for general use on electric railways as a substi-
tute for heavier steel poles and wooden poles.

An article describing this type of pole appeared on
page 370 of the issue of this paper for Aug. 28, 1915.

The author said that the truss type of structure was
fundamentally correct for poles because its design was
such as to obtain maximum strength in proportion to
weight, and that this strength could be applied in the
direction in which it was needed. Fabricated poles
were too costly to compete with wood except under spe-
cial conditions, but a very light-weight expanded steel
truss with the strength across the line and flexibility
along the line made possible the use of steel poles in
direct competition with wood. By means of his process
of shearing an I-beam longitudinally and expanding
it into a pole, he obtained a truss structure from one
piece of steel and eliminated all excess material such
as that required for lapping and riveting in a fabri-
cated pole. He presented a comparison of a latticed
pole 22 ft. long which he said, due to punching for
riveting, had had its effective strength reduced by V2
in. of its width and also contained 107 lb. of useless
material. There were fifty-one pieces of steel to be
assembled at a high cost for labor, and the total weight
was 377 lb.

The Bates pole made of one piece of the same length
and strength weighed but 270 lb., contained no excess
metal, had no joints, was easy to paint and had been
manufactured at a comparatively low labor cost. The
surface of all the material in this type of pole was ex-
posed so that it could readily be painted. There were
no closed air pockets, as in a tubular pole, to accelerate
the formation of moisture and hasten rusting in in-
accessible places. By reason of the design of this
pole, as compared with the tubular steel pole, it is pos-
sible on account of the ease of manufacture and the
full utilization of the metal to sell two expanded poles
for the price of one tubular pole.

The author pointed out that the time to calculate the
strength of a pole was not when it was first installed
but after five or six years of life. He then showed a
picture of an Archbold-Brady 72-ft. A-frame flexible
transmission line structure that had been twisted un-
der test. He said that many miles of transmission line
had been built of these structures and that they were
very satisfactory in service. He called attention to the
fact that while these structures had comparatively low
strength along the line, they were exceptionally strong

208

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 5

across the line. Mr. Bates pointed out that this was a
design of structure which, if followed for transmission
service, would give excellent results. He believed that
designers in the past had called for too great strength
along the line, even going so far as to demand an in-
termediate structure, which in case of broken wires
would serve as a dead-end structure.

The speaker then showed with lantern slides how the
poles were made in his company's steel plant at East
Chicago, Ind. Specially rolled I-beams are passed un-
der a rotary shear 30 ft. in diameter which cuts the
web of the beam and provides for the expansion which
is done later. This shear has a capacity of one pole
every half minute. After the shearing process the
beams are charged into a furnace and then taken to an
expanding machine which grips the two flanges and
pulls them apart forming a truss from the sheared
parts of the web. The beam is now a pole, and it is
passed onto a cooling and straightening bed and later,
at a temperature of 200 deg., is dipped into hot paint.
This painting process with steam coils in the paint
tank serves to coat the steel in an exceptionally thor-
ough manner, because the hot liquid is so thin that it
gets under the scale and penetrates any oxide that may
be covering the metal.

The capacity of the manufacturing plant is now 450
poles a day. Slides were displayed showing the line of
special malleable-iron fittings which had been designed
to provide for a convenient attachment of cross-arms,
span wires, etc. Other slides showed poles erected
along the lines of several steam and electric railways.
One installation made by the Aurora, Elgin & Chicago
Railroad at St. Charles had 30-ft. poles on one side of
the street and 35-ft. poles on the opposite side. The
pairs carried the span wires and the longer poles car-
ried cross-arms supporting the wires of the Chicago
Telephone Company. One view showed an installation
of a 300-ft. high-tension line span carried on 60-ft.
poles. These 60-ft. poles had been made by combining
two 35-ft. poles for the base and adding a 25-ft. pole
for the top, the three poles being riveted together. The
total cost for the 60-ft. pole was about $1 a foot.

Mr. Bates also described the design, manufacture and
use of expanded steel trusses for fence posts, car sills,
car-truck side frames and for use in the Bates rein-
forced concrete tie. He said that the tie consumption
by the American railways was more than 750 ties a
minute. A very strong, durable tie is obtained by the
use of a pair of Bates expanded steel trusses as rein-
forcement and concrete made extremely dense by
mounting the molds on a jigger. Thus the compressive
strength is increased from 1600 lb. to 3200 lb. per
square inch.

Election of Officers

After the transaction of usual business the follow-
ing officers were elected to serve during the coming
year:

President, J. R. Blackhall, general manager Chicago
& Joliet Electric Railway.

Vice-president, C. F. Handshy, assistant general
manager Illinois Traction System, Springfield, 111.

Second vice-president, D. E. Parsons, general man-
ager East St. Louis & Suburban Railway.

Executive committee: F. E. Fisher, general superin-
tendent Chicago, Ottawa & Peoria Railway, Joliet, 111.;

B. I. Budd, president Chicago Elevated Railways; H. E.
Chubbuck, vice-president executive Illinois Traction
System, Peoria, 111. ; Joseph F. Porter, president Tri-
City Railway & Light Company, Davenport, Iowa ; E.

C. Faber, general manager Aurora, Elgin & Chicago
Railroad, Aurora, 111.; Frank J. Baker, Middle West
Utilities Company, Chicago, 111.

At the close of the meeting John Benham, Inter-

national Register Company, Chicago, announced the
summer boat trip meeting of the Central Electric Rail-
way Association, which has chartered a large passen-
ger steamer for a tour from Toledo up the Great Lakes
to the Soo and down to Benton Harbor and Chicago.

Wood Preservers' Association
Proceedings

Chicago Convention Disapproves of the Proposed
Specifications for Wood-Block Paving
and Preservatives

AT the Chicago convention of the American Wood
Preservers' Association, referred to in last week's
issue when abstracts were published of the papers in-
teresting to electric railways, discussion centered on the
subject of wood-block paving. A special report which
was read on wood-block preservative specifications by
S. R. Church produced considerable opposition, owing
to the fact that the proposed specification was a broad
one and would let in nearly every kind of oil derived
from coal, gas or coke-oven tar. It was contended, how-
ever, that practically all oils gave equally good protec-
tion against decay, so that there was no necessity to
quibble over the oil specifications when the real diffi-
culty lay in getting a proper treatment. The manu-
facturers of water gas considered that provision should
be made for their oil and presented a long brief in sup-
port of this contention, but the committee members
answered that as yet they had not become acquainted
with sufficient records to warrant advocating its use.
By a close vote the proposal to adopt the specification
as a standard for the society was defeated, but the re-
port was received as information and referred to the
standing committee on preservatives. Following this
the report of the committee on wood-block paving which
was printed in last week's issue was subjected to so
many suggested changes from the floor that it was re-
ferred back to the committee for the ensuing year.

During the course of the business session of the asso-
ciation which followed the technical meetings the publi-
cation of a manual of suggested practice was urged.
This plan was provided for last year, but it has not yet
been carried out. Also, President Waterman suggested
that a research committee be formed to investigate
all new methods, whether patented or not. A new con-
stitution was adopted providing for probate member-
ship instead of junior membership, the probate mem-
bers being eligible for corporate membership within
five years. The time of the annual meeting was
changed to the fourth Tuesday in January to avoid the
conflict with the meeting of the American Society of
Civil Engineers, and a letter ballot for the election of
officers was adopted.

The secretary of the association reported a member-
ship of 276, a gain of eleven over the previous year,
and stated that the quarterly magazine, Wood Preserv-
ing, had cost the association about $390 net. A con-
ference committee was authorized to work in co-opera-
tion with other organizations, with the idea of cutting
down the number of requests sent out each year to
various companies and engineers. New York City was
chosen as the place for the next annual convention.

The officers selected for the ensuing year are as fol-
lows: President, Carl G. Crawford, general manager
American Creosoting Company; first vice-president,
John Foley, chief forester Pennsylvania Railroad; sec-
ond vice-president, Morris A. Trumbull, vice-president
National Lumber & Creosoting Company; secretary-
treasurer, F. J. Angier, superintendent of timber pres-
ervation Baltimore & Ohio Railroad ; members of execu-
tive Committee, F. F. Pooler and A. R. Joyce.

January 29, 1916]

ELECTRIC RAILWAY JOURNAL

209

Carhouse Design and Construction*

The Author Outlines Considerations Affecting Location,
Architecture and Equipment of
Modern Car houses

BY C. F. BEDWELL

Assistant Engineer Public Service Railway of New Jersey.

THE selection of the site for a carhouse is an entirely
different proposition from that of determining the
location of a power house, repair shop or general main-
tenance of way headquarters. For a broad example, in
the building of a new electric railway line tentative
schedules are made and the number of cars necessary
to operate that schedule for the time being is deter-
mined and an estimate made for the probable number
of cars that will be required to take care of the increase
in traffic and line extensions for twenty or thirty years.
Thus having determined as nearly as possible the traffic
and car requirements, a location for the carhouse is
selected. This location first must be such that the non-
revenue car mileage will be reduced to a minimum, so
that when the car starts out on its run it will soon begin
to earn money by picking up passengers and will not
require expenditure of money for power and platform
expenses due to dead mileage. The same holds true
when the time comes to pull the car in.

Generally, for city and suburban service, it is found
best to locate the carhouse at or near the end of the
line, or at the first terminal point, and if the trolley
line runs from one town to another the carhouse might
be located to advantage midway between the towns or at
a point where traffic is light.

When the location for the carhouse is determined
upon, the actual site should be investigated carefully
as to its physical condition, the nature of the soil, what
means there are or what means can be provided for
drainage, what provision can be made for adequate
water supply for fire protection, how the property grades
and investigation should be made as to possibilities of
obtaining franchises for track connections from the
municipal officials. But, of course, the selection of a
site is more or less determined by the value of the real
estate and available property in the desired neighbor-
hood. Sometimes it appears to be more economical to
buy a comparatively poor piece of property for a lesser
sum, and, with a nominal expenditure for grading and
drainage, it can often be made of equivalent value for
carhouse purposes as another piece of property of higher
cost ; that is, high and dry. It certainly is not desirable
to pick out a site for a carhouse in a swamp or on the side
of a mountain, or where an excess of rock will be encoun-
tered in excavation.

The physical layout of the property and track ar-
rangements have a great deal to do with the design of
the carhouse. In fact, the operation of cars and track
layout has always been given first consideration, and the
design is made to meet the ideal layout as far as possi-
ble. At an operating carhouse >a saving of time is of
the utmost importance, and the track layout should be
designed with that point in view. The planning of the
track should be such that there will be no interfer-
ence between incoming and outgoing cars, the loop
operation being, naturally, the most convenient, and the
installation of "Y" tracks, where the entrance and exit
from the carhouse connects with the main line, pro-
vides for most flexible operation. The connections from
the carhouse to the main operating line should be, of
course, as few as possible in order to minimize special
work in the operating tracks. Great care should be

•Abstract of a paper read before the Public Service Company
Section of the American Electric Railway Association, on Jan. 20,
191 r>.

taken in the design of track work and building so that
ample clearance is allowed between cars and all nearest
points, so as to minimize the possibility of accidents.
Another primary condition to be kept in mind in the
design of a carhouse is that of providing for proper
drainage. The grade of the tracks in the building and
yard should be such that ample drainage can be pro-
vided so as to prevent any possibility of storm water
entering the building.

The older carhouses on a great many properties
throughout the country are very beautiful examples of
architecture, but are laid out with no regard at all for
satisfactory and economical operation. In fact, I know
of one, only recently built in the Middle West, that is
completely covered, even to the special work leading
into the building. In this arrangement there is only
one narrow opening controlling the carhouse, which is
exceedingly bad for operation and worse from a fire
hazard standpoint. It is a most uneconomical design,
as there is certainly no need of inclosing a lot of special
work upon which cars cannot be stored.

At the Hilton carhouse of the Public Service Railway
the building covers only such an area as can be occupied
by cars, and all the special work, entrance tracks, etc.,
are outside of the building. This gives also an excellent
example of economical operation, the cars pulling in at
one end and leaving at the other. Thus little or no
time is lost in switching. But, even since this carhouse
was built, there has been a great deal of discussion
among railway men as to the advisability of housing
all the cars in a building or storing them in an open
yard, and it is now generally conceded that the housing
of all the cars is not necessary. Most cars are on the
street or road the greater part of the day, and as the
buildings are costly and the insurance on cars in a car-
house is more than in an open yard, the saving in
deterioration of the car, by having it under cover one-
fourth of the time, is not enough to offset the carrying
cost of the building and additional insurance. As a
consequence, the most recent layouts provide an admin-
istration building fully equipped for all comforts, con-
veniences and entertainment for the trainmen, and also
ample shop facilities and a number of inspection
pits, all under cover, closed in and heated, but no
storage. Consequently a car may be run in the shop
bay to have inspection and minor repairs made and is
then run out and stored in the open, or perhaps not
stored at all but put immediately on the streets.

The equipment for fire protection of a carhouse is most
important. The value of the building is insignificant
compared with the value of the cars stored therein, so
that certain rules have been laid down by the insurance
authorities limiting the number of cars to be stored in
any one bay. There has also been considerable discus-
sion as to insurance rates for buildings equipped with
automatic sprinklers and various types of roofs. It
has been conceded that carhouses with mill-constructed
roofs, or with steel trusses incased in concrete, should
have roof sprinklers, as well as aisle sprinklers. With
reinforced concrete roofs it has been conceded by the
insurance authorities that the roof sprinklers may be
omitted without involving a higher rate of insurance
than that of a mill type of construction.

The cost of a building to house 100 cars with mill-
constructed roof should be $150,000; the cost to house
100 cars with reinforced concrete roof should be $180,-
000. By adding $25,000 for the cost of both roof and
aisle sprinklers to a mill-constructed carhouse the cost
would become, say, $175,000. By adding $15,000 for
the cost of aisle sprinklers alone to a reinforced con-
crete building, the cost would become $195,000. There-
fore it seems that, except from a point of permanency, a

210

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 5

building with reinforced concrete roof has no special
value over one with a mill roof.

At all carhouses, whether equipped with an automatic
sprinkler system or not, it is necessary to provide ade-
quate standpipes and connections for fire hose; also
plenty of water buckets, sand pails and fire extin-
guishers and a fire alarm system, as it is generally
possible to put out a fire with the local fire squad,
organized among the carhouse employees, before it gains
sufficient headway to operate automatic sprinklers. At
each carhouse and shop are held periodical and sys-
tematic fire drills, so that each employee has a certain
routine to follow in case of fire. Some men are desig-
nated to station themselves at the fire hydrants, others
to start the pumps where pumps are necessary, others
to handle the sand pails and hand extinguishers, and
other men to run the cars free from the building in a
systematic manner. The Public Service Railway has
been fortunate in having very few fires, all of which is,
no doubt, due to the care which is taken to keep the
buildings clean and free from rubbish, with the pro-
vision of fireproof oil houses and the use of fireproof
receptacles to contain rubbish, oily waste and other
inflammable materials, along with the general fireproof
construction of the buildings.

A most excellent set of rules has been prepared by the
American Electric Railway Association and adopted as
recommended practice for fire protection in carhouses.
These rules have had the approval of the National Board
of Fire Underwriters and the National Fire Protection
Association, and have been adopted by the Public Serv-
ice Railway and followed out on all of our properties.
If these rules were strictly adhered to in every respect,
I doubt whether we would ever have a fire on our
properties.

to the latter, effective in Indiana only, and two supple-
ments to the Joint Passenger Tariff No. 14.

Revisions on the official interurban map have been
completed, and it is now in the hands of the member
companies.

C. E. T. A. Statistics

Annual Report of Chairman of Central Electric Traffic
Association Shows a Busy Year

AT the annual meeting of the Central Electric Traffic
Association on Jan. 18, Chairman A. L. Neereamer
presented a statement of its activities for the year ended
Dec. 31, 1915. Some of the more interesting of the
figures follow:

In accordance with the new constitution, adopted at
Fort Wayne on April 20, 1915, only five meetings were
held during the year, instead of ten as formerly. The
membership now consists of forty-six lines, representing
3574 miles. This is a decrease of one line and 52 miles
from last year. Forty-three lines participate in the
joint and local baggage tariff and thirty lines in the
joint passenger tariff, including the interchangeable
mileage ticket. Up to date, 33,100 interchangeable mile-
age tickets have been issued, and of this number 5100
were issued during the year that has just passed.

Official classification No. 42 was filed by the chairman
for thirty-nine lines, and twenty-three supplements were
issued to this classification. By the filing of this publi-
cation through the chairman's office, it was only neces-
sary for eight applications for special permission to be
filed with the various commissions. If this publication
had been filed by individual lines, 312 applications
would have been necessary.

Official classification No. 43 was issued on Nov. 22,
1915, and became effective on Jan. 1, 1916, in all States
except Indiana. It will probably be made effective in
that State by the Public Service Commission when it
makes the steam railroad classification effective. Other
schedules issued during the year by the association
were: Official Interurban Railway Equipment Register
No. 3; Joint Freight Tariff No. 11 and one supplement

Railway Accidents for 1915

A Summary of the Casualties to Persons on Electric
Railways Is Published, Together with
the Causes of Accidents

THE Interstate Commerce Commission in its recently-
published Accident Bulletin No. 56 has compiled a
record of accidents due to collisions, derailments and
other causes resulting in injuries to persons which arose
from the operation of all railways used for interstate
commerce during the year ended June 30, 1915. A
summary showing the casualties to persons on electric
railways appears in the accompanying table. This gives
a total number of persons killed and injured for the
year that is materially less than the corresponding fig-
ures for 1914, although the reduction from the totals of
1913 is small.

During the year the number of major accidents due
to collisions on electric railways covered by the investi-
gations of the Interstate Commerce Commission was
136, while the number of derailments was seventy-three.
On the other hand, the steam railways of the country
for the same period experienced a total of 3538 collisions
and 6849 derailments, there being about twice as many
derailments as collisions. Some of these accidents were
investigated by the commission, the results in the most
important cases being summarized in the bulletin. The
summary shows that out of a total of sixty-seven inves-
tigations, no less than eleven accidents were due to dis-
regard of superior trains. Two were due to neglect of
orders by train crews and three to dispatchers' failures.
Five were caused by disregard of flagging rules and two
by disregard of fixed signals. Among the other causes
were three accidents due to excessive speed, three to
broken rails, thirteen to other track failures, six to
unknown causes, eight to equipment failures, six to
maliciousness and five to miscellaneous causes.

Accidents on Electric Railways, Teak Ended June 30, 1915

o to

h a
Si

Causes gS

3 8

Train Accidents :

Collisions 136

Derailments 73

Other accidents to

trains 2

Total 211

Other Than Train
Accidents :

Coupling or uncoup-
ling: cars

Doing other work
about trains

Coming in contact,
while riding on
cars, with fixed
structure

Falling from cars or
engines

Getting on or off cars
or engines

Other accidents on
or around trains. .

Being run over at
stations or yards. .

Being run over at
highway grade
crossings

Being run over at
other places

Other causes

Industrial accidents
to employees

Other

Em-

Persons

Passen-

ployees

Not Tres-

Tres-

gers

on Duty

passing

passers

•a

•a

•o g

T3

ID

•a »

1)

U

a, t-

Kill
Inji

Kill

p
C

Kill

p

s

Kill
Inji

9 596

6

79

1

20

. . 169

3

31

9

4

1

9 769

9

111

1

29

14

187

21

21

10

64

7

65

1

3

2

5

14

1127

69

22

1

11

3S8

1

14

1

33

6

2

4

1

6

10

30

8

7

120

669

2

5

3

8

56

330

85

68

87

6

5

27

7

7

16

932

35

2465

40

1433

191

1118

103

106

January 29, 1916] ELECTRIC RAILWAY JOURNAL

211

MIDYEAR MEETING

CHICAGO
FEBRUARY 4, 1916

ASSOCIATION NEWS

MIDYEAR MEETING

CHICAGO
FEBRUARY 4, 1916

Meetings of the Committees on Way Matters, Equipment, Schedules and Time-Tables, Training Transporta-
tion Employees and Valuations Are Reported — The American and Manufacturers' Associations
Jointly Issue Circular on Proposed Changes in Constitution

Activities of the Committees

WAY MATTERS

A meeting of the committee on way matters was
held at the association headquarters in New York on
Jan. 20 and 21. All members were in attendance ex-
cept W. F. Graves, who was ill. Special work manu-
facturers had found some objections to the specifica-
tions that were submitted by the 1915 committee for
adoption as standard. Victor Angerer, William Whar-
ton, Jr., & Company; G. A. Peabody, Cleveland Frog
& Crossing Company ; F. M. Stockwell, Barbour-Stock-
well Company; W. G. Nichols, The Edgar Allen Man-
ganese Steel Company, and B. L. Weaver and G. S.
Vickery, Pennsylvania Steel Company, attended the
meeting and presented some changes for consideration.
The size of the coupon in connection with the solid
manganese steel specification, and the time of the
coupon heat treatment were the points at issue. After
considerable discussion the changes suggested by the
manufacturers were accepted by the committee. This
specification was also amended to the effect that the
wind or warp in the bearing surfaces of solid man-
ganese steel special work should not exceed Vs in- in
5 ft. Provision was also made for solid manganese
steel special work installed on steel ties or steel sup-
porting structures. In this connection it was recom-
mended that special care should be taken to obtain
truer bearing surfaces than were necessary for lay-
outs placed on wooden ties.

The revision of the recommended design of 7-in. and
9-in. joint plates, with special reference to the sizes
of bolt holes and fits, was assigned to a sub-committee
for report. Further consideration of recommended
symbols for recording surveys was assigned to E. M.
Haas, Chicago, 111. In connection with designs for
layouts of switches, mates and frogs, the committee
decided to prepare standard spirals for 80-ft., 100-ft.,
200-ft., 300-ft., 350-ft. and 400-ft. radius curves. Under
this subject the question of the over-all lengths of
switches, mates and frogs is to be investigated so that
standard lengths may be submitted for adoption.

L. A. Mitchell, Anderson, Ind., will consider and
report on ballast for suburban and interurban track.
B. J. Fallon, Chicago, 111., will investigate and report
on the use of rolled manganese and other alloy steel
rails. C. H. Clark, Cleveland, Ohio, with the assistance
of other committee members, will investigate the use
of high elastic limit steel machine bolts, and he will
have some special tests made to determine their value
as compared with ordinary track bolts. Specifications
covering the manufacture and installation of various
types of pavements were assigned to A. E. Harvey,
Kansas City, Mo. Specifications for preservatives and
treatment of woods for inclusion in the engineering
manual were assigned to E. M. Haas. The preparation
of specifications with definitions for sundry track
materials was reassigned to C. W. Gennett, Jr., of the
1915 committee, who has been considering this subject
in connection with a report being prepared by the
American Society for Testing Materials. The subject

of efficient types of hand track tools was divided into
those employed in excavation, ballasting, track laying
and paving, and it was assigned to different committee
members.

Mr. Schreiber reported on the progress of the sub-
committee on bibliography. The work has all been com-
piled, and the pamphlet on this subject is ready to
print. The committee decided to print at the present
time 1000 copies and to hold the type for six months,
and possibly longer, to see what demand develops. The
committee decided to recommend that the association
provide each company with one copy and a price of 50
cents each should be set for all copies sold.

EQUIPMENT

The mid-winter meeting of the committee on equip-
ment was held in New York on Jan. 26, there being
present W. G. Gove, chairman ; L. M. Clark, vice-chair-
man; H. A. Johnson, E. W. Hoist, R. H. Dalgleish, W.
E. Johnson, J. S. McWhirter and W. W, Brown. By
invitation, Messrs. Storer and Broomall of the West-
inghouse Electric & Manufacturing Company, Priest of
the General Electric Company and Trist of the Carnegie
Steel Company were in attendance during part of the
session. The meeting was devoted primarily to progress
reports of the various sub-committees to which had been
assigned the different subjects to be taken up in the
committee report, so that an opportunity could be pro-
vided for a discussion of the work of each sub-committee
by the committee as a whole.

The subject of axle design, which had been assigned
to Messrs. W. E. Johnson and Hoist, resulted in an
extended discussion which centered largely on the ad-
visability of retaining a keyway in the present standard
drawing, owing to the decrease in popularity of the
split gear, and on this point it was decided that provision
for the needs of those who wished to retain split gears
could be best made by a note covering the matter, thus
eliminating the keyway in accordance with the most
approved practice. It was decided also to incorporate
in the present designs a smaller size of axle to meet
the requirements of light-weight cars and small motors.
With regard to the question of motor ratings for axles,
it was the consensus of opinion that this could well be
eliminated from the present standard specification.

In regard to the standardization rules of the Amer-
ican Institute of Electrical Engineers, W. W. Brown
raised the question of a possible change in the test
voltage that was specified owing to the fact that manu-
facturers were using a much higher voltage at present.
He also cited the need for two grades for stranded flexi-
ble cables because of the different requirements for
permanent cables and for those subject to movement
such as motor leads and jumpers. Mr. Brown also re-
ported tentatively upon standard sizes for carbon
brushes, but in this connection it was the consensus of
opinion of the committee that the gain to be accom-
plished by standardizing brush sizes was insufficient to
overcome the difficulties in design that would follow the

212

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 5

use of arbitrary dimensions. In consequence the sub-
ject was dropped.

In the matter of wheel tread and flange contour de-
sign, Mr. Dalgleish submitted tentative drawings cover-
ing changes in the present standard and adding a %-in.
flange for use only in low-speed city service, this being
considered important because, in general, electric rail-
ways were buying about as many wheels with %-in.
flanges as with the standard %-in. flange. An extended
discussion took place on this matter as well as upon the
desirability of making the flange less blunt and giving
the tread less slope, or cone, to provide a longer contact
line for new wheels on the rails. It was decided finally,
inasmuch as the subject was of such vital importance to
track engineers, that the sub-committee should confer
with the committee on way matters and report at the
next meeting. Messrs. W. E. Johnson and Hoist then
reported the results of a sub-committee meeting held on
Jan. 25 with the manufacturers' representatives on the
subject of brakeshoe design. A number of changes in
the present standard design were proposed, as well as
the addition of two new designs, one for 28-in. and
26-in. wheels and one for diameters of 24 in. and smaller.

Following this Mr. McWhirter made a tentative report
on the influence of rolled-steel wheels on rail corruga-
tion, citing results of an investigation in which he had
found that in Pittsburgh, the home of steel wheels, no
trouble from corrugation had been experienced, but that
in Baltimore, where all wheels were of cast iron, corru-
gation had been extremely bad. Mr. Dalgleish reported
progress on the preparation of a standard limit-of-wear
gage, and Mr. Hoist outlined his plans for a report on
car ventilation. In regard to the subject of street car
lighting, Mr. Clark proposed to confine his report to
direct lighting methods, as indirect lighting appeared
to be impracticable, and commented also upon the supe-
rior maintenance of high-capacity lamps with large
filaments. He reported also upon a revision of the
standard journal brass design, submitting drawings for
a semicircular brass which was interchangeable with
the present standard brass and box. The subject of
car painting, which was being handled by H. A. John-
son, was then discussed at length, and an outline for
the procedure to be followed in covering the matter in
the committee's report was decided on. This was fol-
lowed by a discussion of the tentative code of safety
rules that had been submitted by the National Bureau
of Standards, the consideration of which had been

assigned to Mr. Brown, and at its conclusion the com-
mittee adjourned, the date and place of the next meet-
ing being left subject to the decision of the chairman.

SCHEDULES AND TIME-TABLES
At the meeting of the committee on construction of
schedules and time-tables, which was held in New York
on Jan. 27, there were present Edward Dana, chairman ;
H. P. Fritch, J. P. Kineon and A. E. Hicks. The com-
mittee went over the past reports that had been made
in order to draw up a tentative outline of information
which, it was believed, should be secured before defin-
itely studying the subjects assigned. A data sheet was
then drawn up to be sent to member companies for the
purpose of obtaining information necessary to the com-
mittee's work. The subject of running time was as-
signed to Mr. Kineon, who is to collect the data that are
returned to the secretary's office in order to make definite
progress at the next meeting. The study of traffic regu-
lations was assigned to Mr. Hicks and the revision of
the interurban time-table was assigned to Mr. Fritch.
The subject of relation of stops to schedule speed was
assigned to Mr. Dana.

TRAINING TRANSPORTATION EMPLOYEES
On Jan. 27 a meeting of the committee on training
transportation employees was held in New York, N. W.
Bolen, chairman, and C. B. Buchanan being present.
The meeting was devoted largely to a discussion of the
subjects that have been assigned to the committee and
to the best method of co-ordinating the work that has
been done by past committees. It was decided to assign
the work of preparing data sheets and collating the
information received in the replies on the subjects of
watch-inspection methods and on eyesight tests and
examinations to sub-committees. The appointments to
these sub-committees will be made later by Mr. Bolen.

COMMITTEE ON VALUATION

A meeting of the committee on valuation of the Amer-
ican Association was held in New York on Jan. 25. All
of the members of the committee were present with the
exception of H. H. Crowell and B. E. Tilton. The prep-
aration of a paper on unit costs and overhead charges
was discussed, and P. J. Kealy, Kansas City, Mo., agreed
to prepare a synopsis for a paper on this subject.

Circular on Changes in Constitution

CIRCULAR OF MANUFACTURERS' ASSOCIATION
The American Electric Railway Manufacturers' As-
sociation is sending this week to its members a state-
ment of the correspondence on the proposed changes in
the Manufacturers' Association and the action of its
executive committee on the plan. The statement follows :

American Electric Railway Manufacturers'
Association

New York, Jan. 18, 1916.
Please Read Carefully — Most Important
To All Members:

At the meeting of the American Electric Railway As-
sociation held in San Francisco, Cal., on Oct. 4 to 8,
inclusive, 1915, retiring President Allen recommended
that the Manufacturers' Association become an affiliated
instead of an allied association, reporting to and under
the jurisdiction of the American Electric Railway As-
sociation.

The American Electric Railway Association appointed

a special committee to take up the recommendations
made by Mr. Allen, and representatives of the Manu-
facturers' Association were invited to be present at a
meeting of this committee held on Dec. 15, 1915, to
present their views on the subject.

The committee representing the Railway Association
and the Manufacturers' Association met on Dec. 15,
1915. Subsequent to this joint meeting the following
letter was received from Secretary E. B. Burritt of the
American Electric Railway Association:

Mr. H. G. McConnaughy, Secretary.

American Electric Railway Manufacturers' Association,

New York, N. Y.

Dear Mr. McConnaughy:

I beg to advise you that at the meeting of the Executive
Committee, held here on Dec. 16, last, the special com-
mittee appointed to consider recommendations contained in
the President's address made its report as per copy en-
closed.

Following the approval of this report, a resolution was
adopted calling a special meeting of the Association, to be
held at the Congress Hotel, Chicago, 111., on Feb. 4, 1916,

January 29, 1916]

ELECTRIC RAILWAY JOURNAL

213

beginning at 10.00 a. m., for the purpose of acting upon
amendments to the Constitution and By-Laws of the Asso-
ciation, as recommended by the special committee. Accord-
ingly, a notice, copy of which I am enclosing herewith, was
sent to all of our Company Members calling the meeting.
I am sending you under separate cover, a sufficient number
of copies of this special notice for distribution among your
Member Companies should you so desire.

In this connection I would call your attention to the fact
that all of the features of the proposed plan will be sub-
ject to amendment at the Midyear Meeting. It may be
adopted in its entirety, or it may be rejected, or modifica-
tions of the plan may be adopted.

Briefly expressed, our Officers and others favoring the
proposition feel that the Association should carefully con-
sider all the features of the proposed amendments and if
they are adopted, to adopt them in such form as will give
a united organization, carrying the strength and influence
resulting from such unity and bringing forth an organiza-
tion in which both Manufacturers and Railway men may
work together as one body for the general prosperity of
the organization and for the advancement of the industry
in which they are all equally interested.

Yours very truly,
(Signed) E. B. Burritt, Secretary.

The following is a copy of the report of the special
committee from the Railway Association of which Ar-
thur W. Brady is chairman:

To the Executive Committee of the

American Electric Railway Association.
Gentlemen :

The Committee appointed to consider the recommenda-
tions made by President Allen at the recent Convention in
San Francisco, begs to report as follows:

We have carefully considered the recommendations favor-
ing an affiliation of the American Electric Railway Manu-
facturers' Association with the American Electric Rail-
way Association as are the Engineering and other affiliated
associations, and in that connection have conferred with
representatives of the Manufacturers' Association as well
as with Officers and others of the American Electric Rail-
way Association.

In our judgment, it is very desirable that there be a closer
relationship than has heretofore existed between those who
manufacture and sell the apparatus and material necessary
to electric railway operation and the American Electric
Railway Association for the purpose of creating a clearer
recognition of and of advancing the common interests of
both. We do not believe that such closer relationship can
be secured in the fullest degree so long as the American
Electric Railway Association and the American Electric
Railway Manufacturers' Association continue to be, as they
now are, wholly separate and independent organizations,
but we regard it as necessary that the two associations be
brought together into a common organization.

We therefore recommend that the Constitution and By-
Laws be so amended that the membership of the Association
be composed of Companies, firms and individuals engaged
in the manufacturing or sale of electric railway material
and apparatus as well as of electric railway companies,
the membership of both to be upon a basis of equality; and
that a scale of dues for manufacturers and dealers be estab-
lished upon such an equitable basis as may be approved
by the Executive Committee; and that there be formed an
affiliated association consisting either of the present Amer-
ican Electric Railway Manufacturers' Association or of a
new association, as may seem best, with which those con-
nected with the manufacturing and selling interests of the
industry may affiliate, if they so desire, without, however,
diminishing the right of affiliation, if preferred, with any
other of the affiliated associations as now.

Respectfully submitted,
(Signed) Arthur W. Brady, Chairman.

Dec. 16, 1915.

The following is a copy of notice issued by the Amer-
ican Electric Railway Association under date of Dec.
31, 1915:

NOTICE OF SPECIAL MEETING

To Company Members:

In accordance with a resolution adopted by its Executive
Committee at a meeting held in New York on Dec. 16, 1915,
a special meeting of the American Electric Railway Associ-
ation is hereby called to convene at the Congress Hotel
and Annex, Chicago, 111., on Feb. 4, 1916, at 10.00 a. m., for
the purpose of considering and acting upon the amendments

to the Constitution and By-Laws of the Association as
recommended by the special committee to consider recom-
mendations made by the President at the San Francisco
Convention.

The amendments having received the required approval
of the Executive Committee, are, in accordance with Article
IV of the Constitution and Article XIX of the By-Laws,
herewith submitted for your consideration, the changes
being indicated in italics.

Amend Article III of the Constitution as follows:
In the first line of the first paragraph, strike out the
word "three" and substitute therefor the words "the fol-
lowing."

Amend Section (a) by adding after the word "sections"
in the third line, the following: "and of companies, firms
or individuals engaged in the business of manufacturing
or selling apparatus equipment or supplies used in electric
railway operation," so that the first paragraph and Section
(a) of Article III shall read as follows:

"III. The membership of this Association shall consist
of the following classes:

"(a) Company members, consisting of American urban
and interurban railway companies, or lessees, or individual
owners of urban and interurban railways, or steam rail-
ways having electrified sections, and of companies, firms or
individuals engaged in the business of manufacturing or
selling apparatus, equipment or supplies used in electric
railway operation. Each member company shall be entitled
to one vote, which shall be cast by the properly accredited
delegate."

Amend Article XIV of the By-Laws so far as said article
relates to fees of company members, by striking out the
word "active" in the first line and substituting therefor the
word "company," and by inserting after the word operation
in the third line the following: "or from the business of
manufacturing or selling apparatus, equipment or supplies
used in electric railway operation," and by striking out the
word "companies" in the fourth line and substituting there-
for the word "members" so that the first paragraph of
Article XIV shall read as follows:

"XIV. Company members shall pay an admission fee of
Ten Dollars ($10.00) and annual dues payable in advance
based on gross earnings from electric railway operation,
or from the business of mayxufacturing or selling apparatus,
equipment or supplies used in electric railway operation
during the preceding fiscal year of the respective members
as follows:

Annual

Gross Receipts . Dues

Under $50,000 $25

Between 50,000 and $100,000 50

Between 100,000 and 250,000 75

Between 250,000 and 500,000 125

Between 500,000 and 1,000,000 175

Between 1,000,000 and 2,000.000 225

Between 2,000,000 and 3,000,000 275

Between 3,000,000 and 4,000,000 325

Between 4,000,000 and 5,000,000 375

Between 5,000,000 and 6,000,000 425

Between 6,000,000 and 7,000,000 475

Between 7,000,000 and 8,000,000 525

Between 8,000,000 and 9,000,000 575

Between 9,000,000 and 10,000,000 650

10,000,000 and over 750

Respectfully submitted,

E. B. Burritt, Secretary.

Dec. 31, 1915.

Report of Special Committee of Manufacturers'
Association

The committee acting for the Manufacturers' Asso-
ciation, as appointed by President Finigan and com-
posed of : Charles C. Peirce, vice-president in charge of
Relations; B. A. Hegeman, Jr., *Joseph R. Ellicott,
*W. L. Conwell, *William H. Heulings, Jr., *Cornell S.
Hawley, *Edwin H. Baker, rendered the following re-
port covering their position as taken at the joint meet-
ing held Dec. 15, 1915:

*Past President

New York, Jan. 18, 1916.
Mr. Thomas Finigan, President,

American Electric Railway Manufacturers' Association.
Dear Sir:

The Committee undersigned appointed by virtue of your
call under date of Nov. 27, 1915, desires to render the fol-
lowing report:

"Pursuant to the invitation extended by the Committee of
the American Electric Railway Association, your Com-

214

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 5

mittee met in conference with the Committee from the said
American Electric Railway Association, on Dec. 15, 1915.

"The advantages pro and con of a closer relationship be-
tween the two Associations were discussed from every pos-
sible angle. The advantages as represented by the honor
conveyed to our Association and its individual members re-
ceived hearty expressions of appreciation.

"We would as individuals heartily welcome a Charter
under the Parent Association and the privilege of a voice
on the Executive Committee of the American Electric Rail-
way Association, indicating our anxiety to work in harmony
with and to the best interests of the Parent Association.

"We contended, however, that the finances of the Manu-
facturers' Association remain intact and independent of
theirs and the dues of and assessments on our members
should be collected for the sole purpose of meeting the ex-
penses of our Manufacturers' Association as they now
appear.

"The disadvantages were many and manifest, and your
Committee, therefore, unhesitatingly recommended that at
the present time the disadvantages far outweigh the ad-
vantages, and we are reluctantly compelled to report ad-
versely to the plan as a whole.

Very truly yours,
(Signed) Chas. C. Peirce, Chairman."

The Executive Committee of the Manufacturers' As-
sociation met and approved the report of the special
committee from the Manufacturers' Association, which
was done in the belief that this action would represent
the sentiment of the entire membership of the Manu-
facturers' Association.

We feel that it is the duty of the Executive Commit-
tee to bring all these matters before the Member Com-
panies of the Manufacturers' Association for their in-
formation and with the thought that if they care to do
so they can have their representatives present at the
meeting of the American Electric Railway Association
to which they have been invited and which meeting will
be held at the Congress Hotel and Annex, Chicago, 111.,
at 10 a. m. on Friday, Feb. 4, 1916, for the purpose of
expressing their views on this subject.

A supplementary report will be rendered to each
member company should further action be taken in these
nremises.

Respectfully submitted,

Executive Committee,
American Electric Railway Manufacturers'
Association,

H. G. McConnaughy, Secretary.

CAPITAL TRACTION SECTION

At the organization meeting of company section No.
8, which was reported in last week's issue, R. H. Dalg-
leish, electrical engineer of the company, was elected
president and John Fleming, purchasing agent, was
elected secretary. The following information relates
to the careers of these men, and portraits of them are
reproduced herewith.

Mr. Dalgleish, who is forty years of age, has always
been a resident of Washington. He attended the public
schools of that city, and also the Corcoran Scientific
School, later joining the mechanical department of the
Eckington & Soldiers' Home Electric Railway, which
he left to enter the electrical department of the Capi-
tal Traction Company. He acted as electrical engineer
of this company since 1906, but was officially appointed
to the position this month. Mr. Dalgleish is a member
of the Washington Society of Engineers, the Washing-
ton Traffic Club and the equipment committee of the
American Electric Railway Engineering Association,
and he is also chairman of the Washington section of
the American Institute of Electrical Engineers.

Mr. Fleming is one year younger than Mr. Dalgleish.
He attended the public schools in Philadelphia and
Washington, leaving school to enter the machine shop
of the Washington & Georgetown Railroad, which later

Photo by Clinedinst, Washington Photo by Bachrach, Washington

R. H. DALGLEISH JOHN FLEMING

President Capital Traction Secretary Capital Traction

Company Section Company Section

became the Capital Traction Company. This he did
in 1893, transferring a year later to the general offices
of the company as stenographer and clerk, afterward
becoming private secretary to the general manager. In
1909 he was made storekeeper of the company and last
year was appointed purchasing agent.

Asking the Public for Advice

PUBLIC relations is a broad subject, and one to which
utilities are to-day constantly devoting more study.
The problems arising in this connection from steam
railroad operation are to a large degree similar to those
coming up in

electric railway I I

operation an d what Causes Lack

it is worth while — - —

for each set of of Confidence

carriers to see • R aarnaAn ?

what the other III IVaiiroaUS •

is doing in the .

„ . . What is your opinion ?

way of estab-

. The Management of this railroad wants to get at the causes,

llSflin^ DGLLGr wherever they exist, and remove them.

rjy^jj ic rOlcltiOTlS starting point is to get people who do lack confidence in

" this Railroad to say so and to tell why

Along this line * * * *

it may be nOted Why does The Pennsylvania Railroad System ask you this?

that the Penn- Because
sylvania Rail- ~eds your confidence

road, which has It wants your co-operation

long occupied It asks for your friendship

one of the fore- ^

To serve you properly without these is almost an impossibility.

most places in You will help this Railroad to serve you if you will give' j |

StGcllTl TciilrOclCl serious thought to the solution of its problems which concern

..... fc you directly.

publicity, is now

-,. . . . | j When you think of something this Railroad can do to

UlSplay mg in all improve Its service and make people think better of it, tell the

the pUbHC plaCeS Management about it.

of its system If you can tell this Railroad ways to make

large white POS- people understand it better, please give the

, . , j . Management the benefit of your advice.

ters, printed m

, . , , , THE PENNSYLVANIA RAILROAD SYSTEM

red and black
ink, which, as ' —
shown herewith, P0STER issued by the Pennsylvania
invite the pub- railroad asking the public

lie's advice and for advice

criticism and

seek its confidence. It is undoubtedly a sensible idea,
thus to take patrons into partnership and endeavor to
secure their co-operation, but the question arises as
to whether or not they will be sensible enough to make
intelligent and practical suggestions. At any rate, the
matter is put squarely up to them, and the effort of the
railroad deserves to meet with better results than mere
skepticism.

What Causes Lack
of Confidence
in Railroads?

What is your opinion ?

The Management of this railroad wants to get at the causes,
wherever they exi9t, and remove them.

The starting point is to get people who do lack confidence in
this Railroad to say so and to tell why

Why does The Pennsylvania Railroad System ask you this ?

Because

It needs your confidence
It wants your co-operation
It asks for your friendship

To serve you properly without these is almost an impossibility.

You will help this Railroad to serve you if you will give'
serious thought to the solution of its problems which concern
you directly. ^

When you think of something this Railroad can do to
improve Its service and make people think better of it, tell the
Management about it.

If you can tell this Railroad ways to make
people understand it better, please give the
Management the benefit of your advice.

THE PENNSYLVANIA RAILROAD SYSTEM

January 29, 1916] ELECTRIC RAILWAY JOURNAL

215

COMMUNICATIONS

Proposed Changes in the Constitution

Anderson, Ind., Jan. 25, 1916.

To the Editors:

At the special meeting of the American Electric Rail-
way Association to be held in Chicago on Feb. 4, a
vote will be taken on proposed amendments to the con-
stitution and by-laws of the association so as to admit
to membership companies, firms or individuals engaged
in manufacturing or selling apparatus, equipment or
supplies used in electric railway operation. It seems
proper at this time to state briefly the reasons which
caused the committee appointed to consider the recom-
mendations made in retiring President Allen's address
at the San Francisco convention to recommend those
amendments to the executive committee.

The controlling reason is found in the conviction that
the time has arrived for full recognition of the fact
that the fundamental interests of those owning or oper-
ating electric railway properties and those engaged in
manufacturing or selling the apparatus and other
things essential to electric railway existence and oper-
ation are identical, and that the protection and ad-
vancement of those interests require the harmonious
efforts of owners, operators, manufacturers and deal-
ers through and as one organization.

There can be no question as to the soundness of the
first proposition. The prosperity of electric railway
properties and the prosperity of electric railway manu-
facturers and supply men rise or fall together. Real
prosperity of the one class necessarily means prosperity
of the other.

The only serious question is, therefore, how can these
common interests best be guarded and forwarded?
Shall it be through one organization, of which all in
interest are members, or, as now, by two organizations,
calling themselves allied but separated as to offices, com-
mittees, headquarters, treasuries and meetings?

The committee, which conferred at length with the
representatives of manufacturers and supply men, as
well as of the electric railway companies, believes that
the argument favors the recognition in organization of
the identity in interest which exists in fact, and that
the American Electric Railway Association should so
broaden its requirements for membership that all in the
classes mentioned should be admissible as members on
a basis of substantial equality.

No criticism of the American Electric Railway Manu-
facturers' Association is involved in reaching this con-
clusion. That association has done valuable work to
further the interests of the electric railway industry,
and the relations between it and the American Electric
Railway Association have been as harmonious and
mutually helpful as could be the case where two inde-
pendent organizations are concerned. The field of the
American Electric Railway Association has, however,
wonderfully broadened in the past decade. Ten or fif-
teen years ago the problems of construction, mainte-
nance and operation absorbed practically all the energies
and activities of the association. The trend of the times
has, in the meanwhile, compelled the association to
devote its labors and attention largely to other ques-
tions, going to the very existence of the industry. Grave
problems affecting the relations between the public and
the electric railways confront us and must be solved
whether we like the task or not. It is of equal impor-
tance to electric railway owners and operators and to
electric railway manufacturers and dealers that these

problems be solved right. The strength of the industry
cannot be fully exercised to bring about a correct solu-
tion when the possessors of that strength occupy dif-
ferent houses and only from time to time confer
together to ascertain what shall be done or attempted,
and how. It is in unity that there is strength.

The suspicion doubtless exists on the part of some
manufacturers and supply men that the purpose behind
the proposed amendments is merely to secure for the
American Electric Railway Association the financial aid
of those who now constitute the Manufacturers' Asso-
ciation. That suspicion is without basis. There are
unquestionably matters — notably that connected with
payments for convention location — that can be better
handled by one association than by two. In respect to
others there should be little difference in the use to
which any money contributed is devoted save with
respect to the result of the expenditure, which should
in almost every case be greater. The fact that one
dollar expended by the common organization will go
farther than two half dollars expended by two organi-
zations is a good reason for the consolidation of ex-
penditures.

The amendments proposed are not presented as per-
fect. The committee worked under pressure, and it was
necessary to prepare something quickly in order that
the amendments might be sent out in time for con-
sideration at the mid-year meeting, in accordance with
the constitution and by-laws. At the meeting the
amendments as proposed will doubtless be fully dis-
cussed, and will be modified, if deemed best, as the
members present may determine.

The matter of a unification of the organized efforts of
the electric railway industry, considering that industry
broadly, is one of very great importance. There is no
disposition on the part of anyone to reach a hasty or
arbitrary decision. It is the expectation of the com-
mittee that at the Chicago meeting the matter will be
discussed thoroughly and dispassionately, that self-
interest will be laid aside, and that the action taken will
reflect the best judgment of those present as to the
course which should be pursued.

Arthur W. Brady, Chairman,
Committee on Recommendations in President's
Address.

Maintenance of Coasting Recorders

Interborough Rapid Transit Company
New York, Jan. 23, 1916.

To the Editors:

The annual cost of keeping our coasting recorder
records, per motorman, is $11,455 for clerical labor and
$1,222 for stationery, and the annual maintenance cost
of recorders themselves is $6,756 per recorder.

In the subway, the use of these recorders caused a
reduction in power of 16.8 per cent, and on the Man-
hattan elevated, of 10.4 per cent. The total amount
of money which may be considered to have been saved
depends upon whether the figures are based on the cost
of coal and water alone, or on the total investment for
power. It is, of course, the cost of the water and coal
alone which would show in the actual yearly accounts.
On this basis, the saving in the subway was $174,000
per year and on the Manhattan elevated $67,000 per
year. Assuming that any reduction in the amount of
power used would indirectly affect the total investment,
the saving for the subway was $622,000 per year, and
for the elevated, $239,000. The increase in coasting
time brought about the use of these recorders is caused
not only by the shorter time during which power is
used but also by the shorter period during which the
brakes are being applied, and this adds materially to

216

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 5

the life of the brakeshoes. We estimate this saving as
more than 40 per cent, or a total of $36,000 for the sub-
way and $16,000 for the elevated.

The total expense in connection with the recorders,
including both the maintenance of the recorders and the
keeping of the records, amount to somewhat less than
2 per cent of the saving effected. J. S. Doyle,
Superintendent of Car Equipment.

Causes of Rail Corrugation

Third Avenue Railway

New York, Jan. 21, 1916.

To the Editors:

I have noted with much interest the articles in your
issues of Dec. 25, 1915, and Jan. 8, 1916, in regard to
rail corrugation, but I do not agree with the conclusions
drawn, so far as the primary cause of corrugations is
concerned.

From my own observations I am of the opinion that
rail corrugations are the result of a combination of
things, such as rapid acceleration, high speed, severe
braking, in conjunction with the use of steel wheels.

Corrugations on surface roads were practically un-
known ten or twelve years ago. At least, there was very
little trouble that could be ascribed to them. About this
period rolled-steel wheels or steel-tired wheels were gen-
erally introduced on surface roads. Since then they
haye been used very extensively. By their use flat
wheels, which were so common with the chilled cast
wheel, have been largely eliminated, but it seems to me
that we have transferred the fiats from the wheels to
the rails.

My reason for forming this opinion is that up to 1908
there were no noticeable rail corrugations on the Third
Avenue system on Manhattan Island. It was about this
time that steel wheels were introduced, and shortly
thereafter corrugations began to appear and developed
very rapidly, becoming so serious and noisy that we
received numerous complaints and found it necessary
to file or grind them out.

On 125th Street the rails became so badly corrugated
that, on the advice of steel experts and as the only means
of preventing corrugations, we installed a new and
heavier rail weighing 125 lb. per yard. But after this
rail had been in service a few weeks it became as badly
corrugated as the old. This rail is carried on a 6-in.
x 6-in. longitudinal wooden stringer for its entire
length.

After the cars on our Manhattan lines had been
equipped throughout with steel wheels, the cars on our
Bronx lines were similarly equipped. Corrugations ap-
peared almost immediately, although up to that time the
Bronx lines had been in operation about fifteen years
without developing corrugations. Therefore it seems to
me that if cars of approximately the same weight and
speed are operated with chilled cast wheels for fifteen
years without noticeable corrugations, and corrugations
appear when steel wheels are substituted for the cast
wheels, the trouble is not in the rails but in the wheels.

I am also of the opinion that double-truck cars with
cast pony wheels and steel driving wheels make corru-
gations faster than any other type, as practically all
of the braking is done on the driving wheels. Further-
more, corrugations may be encouraged by the nosing
due to short wheelbase.

It is held, too, by some engineers that corrugation is
due, at least in part, to the chattering of rolls at the
mills. In other words, the new rail has incipient corru-
gations. Whether this is true or not, the chattering of
the tools used to turn a steel wheel certainly does form
on the tread very perceptible incipient corrugations.

Therefore, if the steel wheel is ground after turning, at
least one possible cause of corrugation would be re-
moved.

Concerning the suggestion in the letter in your issue
of Jan. 8 that modern track construction is responsible
for corrugations, I would point out that some of our
worst examples of corrugations are on tracks of the
older type of construction which have been in service
twelve to fourteen years. I have particularly in mind
one stretch of corrugated track twelve years old consist-
ing of 107-lb. rails, laid on wood ties, on dirt founda-
tion, in granite pavement. This shows how impartially
corrugations appear on the older as well as on the later
types of track construction.

T. F. Mullaney, Chief Engineer.

High-Carbon Steel and Rail Corrugation

The Connecticut Company

New Haven, Conn., Jan. 7, 1916.

To the Editors:

The writer has read with much interest the paper on
curved heads for girder rails and their bearing on rail
corrugation, written by R. C. Cram and published in the
issue of the Electric Railway Journal for Dec. 25,
1915.

It appears, from the information given in the article,
that possibly the rapid corrugation noted might be due
to the high carbon content of the rails investigated. To
quote Mr. Cram's first conclusion: "1. Rail corruga-
tion has become so general that it is being accepted
with more or less complacency, and the rapid improve-
ment in rail-grinding apparatus has made the removal
of corrugations quite an easy matter, which has tended
temporarily to divert attention from the study of its
causes," and to his further statement, "of a case of
very rapid corrugation which developed in a period of
about five months," the rail referred to being high car-
bon steel, "treated with an alloy."

Again I quote: "Inasmuch as the development of
corrugation to an equal degree had usually required
from one to two years."

If the corrugation of a rail, standard as to section but
differing in chemical properties and being high carbon,
should appear in from 5/12 to 5/24 of the time that it
did in a rail of the same section not as high in carbon,
are we not "temporarily diverting our attention from the
cause of corrugation" by looking elsewhere than to the
increased hardness of the rail or the composition of the
steel for its cause? And is not this borne out by the
statement that it (corrugation) now "has become so
general"? Since when has it "become so general"? Ia
it not since the introduction of harder steel? In other
words, are we not paying more for harder steel so it
will resist wear longer, and then, grinding out the cor-
rugations formed, with special tools and skilled labor, in
from 5/12 to 5/24 of the time formerly required?

It seems to me that Mr. Cram's paper shows that we
are not gaining by the use of more costly steel, but are
increasing the costs of both construction and main-
tenance.

We have recently made an inspection of corrugated
rail on this company's lines, and find that it is confined
mostly to rails 7 in. to 9 in. in height, in most cases of
open-hearth steel with fairly high carbon content. It
would appear that we are following a false lead in our
efforts to cut down maintenance costs by using these
higher-priced steels, which are perhaps not as fully
suited to our needs. This would appear to be true if
corrugations are now "accepted with complacency;" if
now we are wearing out our rails with "expensive and
wasteful grinding;" if now we are losing "0.001 in. per
month," or 0.012 in. of head per year.

January 29, 1916]

ELECTRIC RAILWAY JOURNAL

217

If I am not greatly mistaken, the old assumed head
loss by wear was approximately % in. or 0.125 in. per
five years, or 0.025 in. per year (Mr. Cram gives figures
which show an average of about 1/16 in. for five years
on standard LS-105-433), but this wear was all done
under service, without the purchase of tools or equip-
ment to wear out our rails for us.

The following proposition is undoubtedly true: If
the extra cost of special steel, plus the extra cost of
equipment for grinding, plus the labor cost of reducing
corrugations in the special steel rail for a term of years
representing the life of the old standard rail, is less
than the cost of renewing the old standard rail at the
end of that life, the new special steel is a paying propo-
sition.

I doubt, however, that it is a paying proposition, for
with noted and assumed wear as above for new and old
composition steel rails, improved steel rails, under the
most favorable conditions, would wear but twice as long
as the older standard. I believe, moreover, that rail
after grinding wears faster than rail not ground, and
further, as most rails are renewed not because of "head
wear" but from joint trouble, a rail otherwise with a
life of twenty years would not remain in service for
that period.

L. S. Sec. 105-433, mentioned in the article, shows a
depth of groove to provide for 9/16-in. wear with %-in.
flange. This gives a life of nearly forty-nine years, from
the rate of wear given, viz., 0.001 in. per month. Can we
assume this rail would not be renewed for causes other
than loss of section before this time had elapsed, and
is it reasonable to assume that a rail wearing twice as
fast would not be as economical? Either rail would
doubtless be renewed before its life was gone, and then
the cheaper rail would have as great a scrap value.

The author states that "corrugations appear on new
grooved girder rails of the hardest composition." Do
they also appear on softer rails? Yes, for he states
that "corrugations also appear rather suddenly on old
girder rails after they have been in service a number of
years, etc.," and he gives as a reason for this sudden
appearance "the old rails grow harder due to cold roll-
ing." In other words, he states that we can get corru-
gations at once in new rails by making them as hard,
or harder, than old rails cold rolled and we then have to
grind them out.

It seems to me we are following too closely the prac-
tice of the steam roads which, due to increased speeds
and wheel loads, need heavier and harder rails than
formerly. Owing to increased weights and desired
hardness of their sections, a better grade of steel is
needed, in order that accidents from broken rails may
not accompany the increases in speed and load. These
reasons do not obtain for street railway needs. Our
speeds have not increased, and our loads are in many
instances lighter than formerly. We do not need a
better grade of steel for, while a harder rail breaks
more easily, we are not increasing the tendency to
breakage and the occurrence of a broken rail in a paved
street does not mean disaster. From this it appears
that in following the action of the railroads without
their necessity, we have brought evils to ourselves, in
higher cost of steel and more rapid corrugation, both
making higher maintenance costs without accompany-
ing benefits.

For a comparison, I have made figures for cost of
track and its maintenance, with the following assump-
tions :

Rail LS-105-433 old standard composition, not high
in carbon, at $40 per ton, which is assumed to be
the rail Mr. Cram states would corrugate in from one
to two years. Again, assuming the same section, but

increasing the carbon to give a much harder rail, at
$42 per ton, to compare with the rail which corrugated
in five months, as stated by Mr. Cram:
Term of years in track, ten.
Depth of wheel flange, % in.
Headway of cars, sixty per hour, eighteen
hours per day.
Corrugations in low-carbon rail require complete
grinding of track every two years.

The same operation will be required with high-carbon
rail every six months. As the article states that the
corrugations were equal in these two periods, this is a
fair comparison.

Rail grinding can only be done six hours per day, as
car headway is so frequent. For this period of grind-
ing I have a price of 24 cents per foot of rail from rail
actually ground.

Ordinary maintenance, 2V2 cents per car-mile.

Old High

Standard Carbon

Rail Rail

165 tons of rail at $40 $6,600

165 tons of rail at $42 $6,930

Grinding every two years for eight years.... 12,672

Grinding every six months for nine years and

six months 48,254

Cost of rail and grinding $19,272 $55,184

Ten years' maintenance at 2% cents per

car-mile 91,880 91,880

Cost to renew rails and pavement, 1 mile at

$5.75 per foot 30,360

$141,512 $147,064

Credit by scrap 1,500

Total cost at end of ten years $140,012 $147,064

With the old standard rail at the end of the period we
have a reconstructed track and pavement and $7,000
saving as against the high-carbon rail, still in service
with old track structure and pavement.

Let us assume again that, with the %-in. flange, this
rail section has a life of twenty years and is not renewed
until then. At the end of this twenty-year period our
old standard rail has cost us for grinding, maintenance
and entire renewal of track and pavement, less scrap
value of rail, giving us a reconstructed track and pave-
ment, $244,564. The high-carbon rail has cost us $289,-
734 for the same period and is still in the track.

The high-carbon rail then has cost us $45,170 more
than the old standard rail without the advantage of a
complete renewal of track structure at the end of twenty
years. This is approximately an annual expense of
$2,250 more for the high-carbon rail.

The conclusions reached after reading Mr. Cram's
comprehensive paper bear out what the writer has had
in mind for some time, namely, that rails extremely
high in carbon are not suitable for general street rail-
way use, from the very causes that this paper brings
out, viz. : rapid corrugation and its attendant effects on
the pavement from the added vibration in the rails; ex-
pensive and increased grinding, and higher first cost of
material.

The higher first cost would not be so great a factor,
providing that it was accompanied by a longer life, but
Mr. Cram conclusively proves that it does not.

This is the first paper I have seen which so clearly in-
dicates a possible connection between corrugations and
extreme rail hardness, giving information which shows
the additional expense entailed by using steel of the
specifications given.

Before changing our wheel treads and rail heads we
should get information enough to satisfy ourselves that
we will not bring into action still further tendencies
toward higher maintenance and first costs. This infor-
mation should also include any effect on tractive and
braking efficiency, and should cover car operation as
well as rail wear and corrugations.

218

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 5

As a matter of history, the writer has a report on
what he believes to be the first rail corrugation in the
country. This occurred in 1897 on what is now a part
of the Rhode Island Company's lines. The rail was
9 in., 90 lb. tram girder, rolled by the Cambria Company
and purchased through William Wharton, Jr. Out of
about 10 miles of track laid between 1893 and 1896, one
30-ft. rail was found badly corrugated in 1897. Mr.
Howe, then vice-president of the Wharton Company, was
greatly interested, and as the writer was at that time in
the engineering department of the Rhode Island Com-
pany he was familiar with the location and greatly in-
terested also.

The rail was tested chemically and mechanically.
Opinions were obtained from Messrs. Connett, Nichols,
Lichter, Pratt, Weston and Bowen, and from the Penn-
sylvania Steel Company's experts. No test showed any
difference in the steel in any part of the rail. Chip-
ping, filing and drilling showed the rail to be the same
as the average run of rails furnished, and the various
fractures made to examine the texture showed a uniform
quality of steel.

Chemical analysis of the steel taken from crest and
hollow of corrugations showed as follows:

Crest Hollow

Si, per cent 0.045 0.046

Mn, per cent 0.816 0.823

P, per cent 0.077 0.076

C, per cent 0.411 0.412

The headway of cars over this rail was one and one-
half minutes, one-way traffic. The opposite rail showed
no corrugations. The paving was of granite block, not
on concrete foundations, with sanded joints. The aver-
age speed was 6 m.p.h. W. R. Dunham, Jr.,

Engineer, Maintenance of Way.

Car Operation Efficiency

General Electric Company

Schenectady, N. Y., Jan. 22, 1916.

To the Editors:

I have read with much interest C. C. Chappelle's arti-
cle in the issue of the Electric Railway Journal for
Jan. 15, on the "Fundamental Principles of Car Opera-
tion Efficiency." I quite agree with his argument in
favor of the maximum percentage of coasting practicable
as an effective method of minimizing the power re-
quired for a given run, and that a record of the per-
centage coasting is a desirable and effective means of
determining the relative operating efficiency of different
motormen. The percentage values as illustrated by the
curves are subject to variation due to condition of track
and rolling stock, and I doubt whether results in prac-
tice will actually conform with his figures, as a coasting
friction of 10 lb. per ton is lower than usually con-
sidered for service of the character illustrated, although
modifications on this account would not detract from
the general conclusions of the article.

Economy in power, however, is only one of the factors
of successful operation. Attempting to secure minimum
power possible through maximum obtainable coasting,
with acceleration and braking to the limit of adhesion
on the rail, would obviously be undesirable as causing
discomfort to passengers and increased maintenance by
reason of greater wear and tear. There are limits
beyond which it will be found undesirable to reduce
the power consumption, and it does not follow that the
motorman showing the lowest power consumption is
necessarily the best operator. Under such circum-
stances excessive acceleration and braking become as
undesirable as the failure to profit by coasting is un-
necessary. A proper application of the principles ad-

vocated by Mr. Chappelle should result in a marked re-
duction in the power used by unskillful motormen with-
out in any way causing discomfort to passengers, or
adding to maintenance of the equipment.

W. B. Potter,
Engineer Railway and Traction Department.

Motor Buses in London

Croydon Corporation Tramways

Thornton Heath, Surrey, Jan. 7, 1916.
To the Editors:

I have read with interest what you have published in
regard to the jitney bus business and am pleased to have
noticed in your journal, from time to time, that in
many of the cities where the jitneys are being operated
the authorities have passed regulatory ordinances.
Neither the tramways in this country nor the street
railways in America need have any fear of competition
from the jitneys if the latter have to assume the same
obligations as the former. But when this is not the
case conditions are grossly unfair.

I am inclosing two statements which have a very
great bearing on the unsatisfactory results of tramways

Table I— Statement Showing Details of Surplus or Deficit for the Year Ended
March 31, 1914, of the Metropolitan Municipal Tramways Undertakings

Undertakings

Barking

Bexley

Croydon

East Ham

Erith

Ilford

Leyton

Surplus

£1,361

Per Cent to
Capital

0 48

L.C.C .
Walthamstow
West Ham . .

Deficit
£ 6,753
911

5,665
1,672
3,567
5,461

88,525
7,735

14,422

Per Cent to
Capital
8.64
0.92

"2.95 "'
1.89
2.4
1.89
0.68
4.10
2.59

Totals

£1,361

£134,711

operated in London and brought about by the now
largely developed motor bus services. As will be seen,
the figures relate to results for the financial year ended
March 31, 1914. I did not compile similar statements
for the year ended March last, as obviously, owing to
the war conditions and the great shortage of tramway
labor for several months during that year, all the Lon-
don tramway systems were, more or less, adversely afr
fected from these latter causes.

From Table I you will observe that nine out of the
ten systems showed a total loss of £134,711, while one
system only, that of Croyden, was able to show a small
surplus. These unsatisfactory results were entirely due
to the aggressive competition mentioned.

Table II — Statement Showing Capital Expenditure; Rates and Taxes; Permanent
Wat Repairs; for the Year Ended March 31, 1914, Metropolitan Municipal
Tramways Undertakings
Permanent Way Repairs

Undertakings

Barkine

Bexley

Croydon

East Ham

Erith

Ilford

Levton

L.C.C 13,028,199

Walthamstow. . 188,192
West Ham 566.878

Total
Capital
Expendi-
ture
£78,140
98,408
284,846
191,654
88,083
149,573
295,275

Rates
and
Taxes
£165
502
2,574
2,467
334
710
3,251
106,483

611
7,073

From
Reserve

and
Renewals
Fund

£274
910

Reserve

Per

Cent

603
907
96,063

4,532

From

Revenue

Fund

to

Revenue

Total

Total

Capital

£946

£1,111

2,003

2,505

£942

6'96

6,019

8,593

42,352

14.89

4,798

7,265

3,452

1.80

1,465

1,799

1,332

2,042

2,294

1.6

3,866

7,117

2,654

0.9

101,918

208,401

190,596

1.45

3,573

4,184

4,697

2.49

17,503

24,576

32,740

5.89

Totals £14.959,248 £124,170 £103,289 £143,423 £267,593 £279,618 1.87

Table II is equally interesting, for it shows the ex-
penditure by the various systems in respect of rates
and taxes — and here I might say that of the total of
£106,483 paid by the London County Council, no less
than £86,345 was in respect to rates on their tracks.
No similar payment is made by the motor bus operators,
nor do they pay anything toward the great wear and
tear of the roads used and which such vehicles so largely

January 29, 1916]

ELECTRIC RAILWAY JOURNAL

219

damage — in comparison with the payments made by the
tramways.

The conditions are unfair in the extreme, and you
express the matter very clearly when you say "that the
jitney is a common carrier and as such should be sub-
ject to the obligations which other common carriers
have to assume." T. B. Goodyer,

Tramways Manager.

Delivery of Cars During 1916

The Niles Car & Manufacturing Company

Niles, Ohio, Jan. 20, 1916.

To the Editors:

The car situation at present can be covered in the
fewest possible words by the statement that any rail-
ways or manufacturers who are depending on steel
from the mills for their cars probably will not receive
them this year.

We are figuring 1 cent per pound premium for quick
delivery on all steel wanted for cars to be used this
summer, and the situation is getting worse. Any rail-
ways needing cars for summer service probably will be
compelled to follow the same plan, namely : offer a bonus
or premium for early delivery. J. A. Hanna,

Sales Manager.

Express Cars in City Service

The Author Describes a Special Car Service that Has
Been Inaugurated to Minimize the Peak
Traffic from Large Factories

BY W. S. HAMILTON
Superintendent of Transportation Schenectady (N. Y. ) Railway

IN the city of Schenectady a considerable part of the
rush-hour traffic originates from the large plants of
the General Electric Company and the American Loco-
motive Company, which are located not far from the
center of the town. Almost all of the traffic is thrown
upon the street railway within a few minutes after the
closing hour of each plant, and in consequence a very
difficult peak-load condition exists. However, the diffi-
culties incident to this suddenly-applied load have been
relieved to a large extent by the introduction of a lim-
ited or express service designed solely to take care of
the factory workers whose homes are in the outlying
sections of the city, and thus to relieve the congestion
that would be inevitable under ordinary methods of
operation. This innovation has been thoroughly suc-
cessful in Schenectady, and it has met with very great
popular approval since its introduction several months
ago.

Under the scheme of operation of the limited service,
one or two cars — depending upon the extent of the
traffic — are assigned as express cars on each of the ten
city lines and on each of the three interurban lines
operated by the Schenectady Railway. These express
cars are so placed in the schedule that they are the first
cars to leave the loops at the factory entrances after
the works close for the day. They are moved over a
special route, used principally for the rush-hour serv-
ice, between the factories and the part of the city where
distribution of the cars to the various lines may be ac-
complished, and they are then run without stops to the
outlying districts. As far as possible, these limited cars
avoid the congested section of the city, and most of
those on the various city lines make no stops at all un-
til reaching outlying sections. On the interurban di-
visions they make their first stops usually at the city
line. Runs of from 2 miles to 3 miles are made with-
out stopping, and many of the factory employees are
thus enabled to reach their homes in suburbs ten min-

utes, or more, sooner than they would under the old
method of operation.

For its successful operation the whole scheme de-
pends on the ability of all cars to run closely to sched-
ule, expresses having the right-of-way. Prior to the
rush hour the average headway of the normal service
on the different lines is from ten minutes to fifteen min-
utes, but during the rush the headway for the regular
cars is decreased by overlapping regular runs, thus re-
ducing the intervals between cars to approximately five
minutes on a number of the lines. This regular serv-
ice at five-minute headway is operated from the fac-
tories for the balance of the rush hour after the express
cars have been run out of the factory terminals, the
twenty-five or more express cars being dispatched all
at once and as closely together as is physically possible
and the safety of operation will warrant.

The express service assists materially in relieving
street congestion during the peak, and it has had a
marked effect in eliminating the extreme crowding that
originally occurred in the first cars to be run out of
the factory terminus. The reason for this crowding
was that, in accordance with the universal habit of the
public, everyone attempted to get into the first car
standing in line on the factory loop. With the express
cars in operation, only those people who intend to ride
to the outlying sections of the town board the first
cars, which are in the limited service, and the conse-
quent division of the crowd makes for a better distribu-
tion of the load in the different cars, thus simplifying
the handling of the traffic.

The necessary gaps ahead of the express cars are
automatically provided for by the fact that the service
that exists before the rush hour begins is based upon
a ten-minute or fifteen-minute headway. As the ex-
press cars are expected to make up about ten minutes
in time, no extra long spacing of cars is required either
before or behind the limited cars, these being followed
promptly by local cars as soon as they leave the factory
terminus. No difficulty whatever has been experienced
in connection with the introduction of this limited-stop
service. In fact, the express cars have been placed in
operation on a number of the city lines at the request
of patrons who had observed the saving in time that
was effected on other lines where the service had been
inaugurated.

Toledo Safety Committees Visit
Out-of-Town Properties

Frank R. Coates, president of the Toledo Railway &
Light Company, in his desire to broaden the work of
the safety-first organization of his property, recently
arranged four committees made up of trainmen to visit
other properties and study safety-first methods. Four
groups of four men each were chosen by popular vote
among the men at the four carhouses on this road.
From these sixteen men four committees were made up,
each committee visiting one other city, and spending
some time with the local officials and employees in
studying safety first. F. C. Brown, the safety director
of the Toledo Railway & Light Company, accompanied
the committee which visited Indianapolis. On the re-
turn of the committee to Toledo reports of observations
made were submitted to Mr. Coates.

The United States Department of Agriculture has
issued a reprint of a discussion entitled "Wood Paving
in the United States" by C. L. Hill, forest statistician.
This paper discusses at some length the various prob-
lems of wood paving and shows the advantages of this
type when treated with preservatives.

220 ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 5

EQUIPMENT AND ITS MAINTENANCE

Short Descriptions of Labor, Mechanical and Electrical Practices
in Every Department of Electric Railroading

Contributions from the Men in the Field Are Solicited and Will Be Paid for at Special Rates.

Portable Trolley- Wire Reel Holder

BY S. L. FOSTER

Chief Electrician United Railroads of San Francisco

The usual way to string out trolley wire where it
cannot be done by a tower car is to use two wagons.
The leading one carries the reel with its shaft mounted
on supports and provided with a brake to regulate the
rate of paying out the conductor. The following wagon,
a tower wagon, carries the linemen who attach the
trolley wire to the span by loose ties, etc.

The method in use on the United Railroads of San
Francisco, where the standard is No. 00 round wire,
eliminates the leading wagon altogether by drawing the
trolley off the reel by the tower wagon. The reel is
mounted on the portable reel holder shown in the illus-
trations. This device is provided with a brake and pole
for use when it is trailed behind the tower wagon and
for attaching it to any convenient anchorage when the
location of the work is reached. If the location of the
work is very far from the storeyard or up some steep
grades, this loaded reel holder may be taken to and
from the job on a flat car, the use of horses being thus
avoided and the work expedited.

In the device shown, the shaft on which the reel is
mounted is fixed in hinged clamps held by swing bolts
provided with wing nuts, and is set slightly eccentric
with the centers of the large wheels on which the device
rolls. The result of this is that no special exertion is
necessary in mounting a new reel of wire on the holder
other than swinging the pole through an arc of 90 deg.
The 46 to 1 leverage, provided by the 11.5-ft. pole as the
long arm and the 3 in. of eccentricity of the reel shaft
as the short arm of the lever, is such that one man can
take out an empty reel and install a full one on the
holder, although, as in handling the "one-man" auto-
mobile top, several men are better.

The compound lever foot-brake of the holder is ar-
ranged to impinge on the periphery of one reel flange,
and is provided with means of adjusting it to different

diameters of reels. The chains and split hooks holding
the reel-shaft ends are for the preliminary lift of the
reel from the ground to a timber to permit of easy
application of grooved-shaft ends to corresponding
thrust-bearing clamp surfaces. The pipe collars under
the chains and the washers are to maintain the reel
flange in exact line with the brakeshoe.

When the loaded reel holder reaches the site of the
work it is fastened to a convenient side pole at the edge
of the sidewalk by the ring in the end of its wagon
pole, the trolley wire is put through a single-sheave
pulley suspended from the first span wire so as to clear
passing vehicles, the end is sent up to the linemen on
the tower wagon and made fast, and the trolley string-
ing is ready to proceed down the street parallel with
the track and as near as the passing cars will permit,
the trolley wire being readily pulled out through the
loose tie wires on the spans and through the rubber
hose at crossings over or under other trolley wires.

When the new wire has been strung out and put in
service and the old wire cut down, the reel in its holder
is attached to the rear of the tower wagon, and is towed
back to the storeyard.

Of course, where the service permits, the trolley-wire
stringing is done with a tower car, which carries a reel
of wire on it so mounted that the conductor can be
strung out in either direction.

The use of the device described reduces the labor re-
quired in loading and unloading reels, obviates the
reserving of valuable storage room for the extra wagon,
saves the necessity of providing for an extra pair of
horses and a driver in case of wire renewal, saves the
annual interest on the investment and the maintenance
expense of the above, saves the cost for the day of '
their use either hauling the reel to or from the work or
standing idly by waiting for the linemen to complete
the work in hand before proceeding to another job, and
shortens the actual time required for a given piece of
work as compared with the old two-wagon method.

All these items are felt to be worth considering in-

PORTABLE TROLLEY-WIRE REEL HOLDER — REEL READY TO LOAD

PORTABLE TROLLEY-WIRE REEL HOLDER — REEL IN PLACE-

January 29, 1916]

ELECTRIC RAILWAY JOURNAL

221

San Francisco, where the rates of interest and wages
are higher than elsewhere, j

The same idea might also be applied in stringing out
other kinds of conductors, such as overhead feeders or
underground cables.

If larger than No. 00 trolley wire is to be strung, or
if extra long lengths can be put up producing a strain
which might exceed the safe pull on the upper frame
of the wagon, the reel holder can be trailed behind
another vehicle preceding the tower wagon and all the
benefits of the old two-wagon method of stringing be
secured. This leading vehicle need be borrowed from
some other job for but an hour or so, the emptied reel
and holder being then left at the roadside to be towed
back to the storeyard by the tower wagon at the end of
the day. This, however, has never been done here. In
San Francisco, with the many railway curves, grades
and intersecting lines, it is seldom in the urban districts
that a full mile reel can be strung out continuously or
is justified by the wear found on the old trolley wire.

Our standard Trenton tower wagon has always proved
amply strong for pulling a mile reel of No. 00 wire out
from the anchored reel.

Equipment Defects — Controller Con-
nection Boards, Frames and Covers

BY C. W. SQUIER, E.E.

Terminals and connection boards in controllers are
provided so that the wires running outside the controller
can be quickly connected and easily disconnected, thus
making the removal of the controllers from cars as easy
a matter as possible. They also provide a means for
making the connections to the contact fingers in a per-
manent and stable manner. The most common forms
consist of wooden boards located at the bottom or side
of the controller on which binding posts of some form
are mounted. The front sides of these are usually ar-
ranged to receive the wires coming from the motors and
grid resistors, while into the backs are soldered the leads
running to the finger bases. Cutout switches for cut-
ting out disabled motors are also usually mounted on
the connection boards.

The principal troubles experienced with connection
boards and terminals are short-circuits or grounds
caused by accumulation of dirt or by loose connections.
The keeping of the boards and terminals clean is a
matter of careful inspection only, and this source of
trouble can be entirely eliminated by blowing out the
controllers with compressed air and wiping off the ac-
cessible parts on each inspection.

Some changes in terminals which have brought about
a reduction of the troubles caused by leads breaking or
becoming unsoldered, are shown in three accompanying
illustrations. The first of these shows a section of the
original terminals as received with the controllers. In
these the length of wire soldered into the bottom is
barely 3/16 in. This length proved to be insufficient.
The original terminals also had the screws for fastening
the top leads inserted at an angle so that the corner of
the screw pressed against the wire on a sharp edge which
soon cut the strands away at the point of contact.
Vibration then caused a loose connection at this point.
In the second illustration, the terminal is shown length-
ened so that the amount of surface provided for solder-
ing in the leads is increased to 7/16 in. This effectively
prevented the loosening of the connections. The next
change was to do away with the angular bearing clamp-
ing screw on the wire. This was accomplished by in-
serting the screw at the top where the wire originally
entered, and by drilling a new hole for the wire at right

angles to this. The third illustration shows this change
and also the provision of increased length for soldering
the wire at the bottom.

Flexible or stranded wire was also used throughout,
as it was found that vibration caused solid wire to break
very soon, in case a crack was started by bending. The

Corner of Screw
dng on Wire

Short
Soldered
Length

Long Length
for Soldering

Original
Terminal

First Modified
Terminal

Flexible
j Wire

Second Modified
Terminal

EQUIPMENT DEFECTS IMPROVEMENTS IN CONTROLLER

TERMINALS

use of flexible wire permits bending without danger of
cracking and also provides a rough surface to hold the
solder where it is inserted in the terminal. By having
the hole for the bottom lead and the screw in the same
line, this hole can be drilled with one operation, and it
then remains only to tap out the upper part to receive
the screw.

In some of the later types of controllers the connection
boards have been done away with entirely, the outside
leads running directly to the finger bases. This plan
provides more room in the controller for other details
and perhaps reduces the size of the controller for the
same capacity slightly. It also eliminates the danger of
short-circuits at connection-board terminals. The out-
side leads, however, are necessarily much longer and
more difficult to handle while controller replacements or
removals are being made. These leads are also much
more liable to injury, as the arrangement of the leads
is left to the man making the replacement, and as per-
manent a job of control wiring cannot be obtained. As
the leads are not supported, their vibration with car
movement is much more severe and the danger of their
becoming loose at the finger-base terminals is conse-
quently increased.
On roads which
change their control-
lers from closed to
open cars in the
spring and back
again in the fall, in
addition to the nec-
essary removal of
controllers for over-
hauling, the ease
with which a con-
troller can be con-
nected and discon-
nected becomes an
important one.

As the controller
frame is intended
primarily only for
supporting and housing the other controller parts, there
is very little that can happen to it other than for it to
become broken. Where the feet of the frame are bolted
down solidly to the car platform, it usually happens that
if a car is in collision so as to bend in or break the front,
the controller frame is also broken, or the feet at least
are broken off. Some of these breakages can be pre-
vented if the controller is so supported that it will bend
over with the dash and is not bolted solidly to the plat-
form. An accompanying illustration shows a method
of riveting pins into the controller feet, these in turn
to set into holes in the car platform so that they will

EQUIPMENT DEFECTS PIN RIVETED

IN CONTROLLER FRAME FOOT

222

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 5

serve to keep the controller from moving and still not
hold it rigidly on the floor. This mounting will permit
the controller when fastened to the dash in the usual
manner to pivot about the feet in case the dash is bent
over without danger of damaging the frame.

The controller cover is another part that should be
kept in such condition that it can be quickly and easily
opened. As motor cutout switches in most cases are
located inside the controller, if it is necessary to cut out
a motor on the road the motorman must open the cover,
and this in most cases without the use of any tools.
Special attention must then be given to covers and to
the cover clamping screws and nuts. Covers must set
properly in place and be securely fastened. The clamp-
ing screws must be straight, threads in good condition
and not burred, and the nuts must turn on and off by
hand.

The most satisfactory location for the cutout switches
is near the motor, one near each, and within easy access
from the side of the car instead of inside the controllers.
This arrangement permits the motorman to be sure as
to which motor he is cutting out, for he can throw the
switch near the particular motor which is giving
trouble. This method has been in use on one road for
nearly ten years and has proved entirely satisfactory.

With the cutout switches located inside the controller
it is necessary to throw them in the controllers at both
ends of the car to properly cut out a motor. The usual
procedure is to cut out a motor and then try the car. If
the circuit breaker does not blow it is assumed that the
proper motor has been cut out. It often happens, how-
ever, that the motorman operates with the defective
motor in circuit and cuts out the good one.

Overhead Construction on the Twin
City Lines

BY J. C. VINCENT

Assistant Engineer Twin City Rapid Transit Company,
Minneapolis, Minn.

As is well known, the operating companies composing
the Twin City Lines were pioneers in street railway
electrification, having started in 1889. Because of this
fact and also because the Twin City Lines have exten-
sive shops, the overhead construction in use has been
developed along original lines and was manufactured
in the railway shops.

The construction in general consists of steel side
poles with span wires supporting the trolley wires. In
this construction the main idea has been to keep it as
light as possible, and at the same time to eliminate
hard spots. As the life of trolley wire is determined by
the wear at the hangers and special work, the overhead
construction has been designed for light and smooth
underrunning so as to eliminate pounding on the wire.
This article will be devoted to descriptions of the trol-
ley hanger, the sub-feed hanger, the pull-over, the pole
top, and a crimping tool used in attaching the hangers
to the Fig. 8 wire.

U

TWIN CITY OVERHEAD SUB-FEED HANGER

As shown in an accompanying illustration, the trolley
hanger consists of two legs attached to the ends of a
2-ft. maple stick, at the center of which there is a sis-
ter hook for span-wire attachment. The legs are of
bronze, with a 4-in. ear on the bottom of each and a
square fitting on the top with provision for pinning to
the maple stick by means of a cotter pin.

The maple stick is 24 in. long, 1% in. square, with
the corners chamfered, and it is thoroughly impregnated
with paraffin by boiling. Formerly a somewhat shorter
stick was used but it has been found that the use of the
longer stick results in more uniform wear, that under
the leg being now not noticeably greater than in the
middle of the span. The sister hook is of malleable
iron, with the top arranged for hooking over the span
wire and with a square eye below through which the
maple stick slips loosely. The hook is held near the
center of the stick by means of two cotter pins.

This construction is light and, as the points of sup-
port are not directly below the span wire, the trolley
wire rocks slightly as the wheel passes under the hanger
and no pounding results.

The sub-feed hanger is similar in general principle
to the hanger just described, as far as the provision of
flexibility is concerned. It consists of two ears of the
usual design carried at the end of a light channel iron
with center raised about 1% in. above the ends. At the
center this channel iron is bolted to a galvanized mal-

TWIN CITY OVERHEAD — STANDARD HANGER

TWIN CITY OVERHEAD — PULLOVER WITH WOOD STRAIN INSULATOR

JANUARY 29, 1916] ELECTRIC RAILWAY JOURNAL 223

TWIN CITY OVERHEAD — STANDARD POLE PLUG AND CAP

leable iron hanger for attachment to the span wire.
This arrangement gives the desired flexibility and also
doubles the current-carrying capacity.

The pull-over consists of a clamp, a gooseneck, and
a wood-strain insulator. The wood-strain insulator is
used here, as elsewhere in the system, because the com-
position insulator does not give satisfaction on account
of lightning puncturing the insulating material. The
clamp is of bronze, and is made with a 10-in. ear. The
gooseneck is of %-in. wrought-iron rod bent to the
form shown in one of the illustrations, and threaded
on both ends.

The wood-strain insulator consists of a cylindrical
piece of hard maple, 6% in. long and iy8 in. in diameter,
thoroughly impregnated with paraffin. Near each end
is a semicircular groove. On each end of the metal
rod is a malleable-iron casting provided with eye, hook
or nut, as required. The clamps are fastened to the rod
by means of babbitt metal poured into the groove in the
rod and into a corresponding groove in the casting.
With this design of pull-over there is no heavy weight
directly over the wire.

All other special work, such as switches and crosses,
is made straight underrunning, of tough bronze, and
of as light weight as possible.

The trolley wire adopted as standard by the company
is No. 00 hard-drawn copper. This wire allows a firm

TWIN CITY OVERHEAD — TROLLEY CAR CRIMPING TOOL

fastening to the hangers and pull-overs, is easily in-
stalled, and is of a size sufficient to carry the current,
as it is supplemented by feeders, mostly underground,
where necessary. The type of hanger used does not
allow the wire to lie flat and it overcomes the objection
usually made to Fig. 8 wire. The wire used at present
is given an extra pass through the dies, thus furnishing
greater tensile strength and hardness and consequently
yielding greater life. The choice of No. 00 Fig. 8
trolley wire was determined by our experience with
this size and the No. 000 wire.

The span wire used is made up of three strands of
No. 11 galvanized steel wire, the light weight supported
and the large sags allowed in the span wire, 3 ft. to 4 ft.
safely permitting the use of this size of wire. The
large sag in the span wire conduces to the flexibility of
the construction in both the vertical and horizontal
directions.

We use a side pole made of 7-in., 6-in. and 5-in.
standard pipe, with 8-in. standard pipe for the ground
sleeves. In the top of the pole a pine plug 20 in. long
is inserted, this having the form shown in one of the
illustrations. Over the plug is placed a cast-iron cap
and the span wire is attached to a wrought eye-bolt
which passes through cap and plug.

The company has developed a crimping tool for use
in attaching the trolley wire to the hangers, and this
has given very good satisfaction. The details are shown
herewith. The device consists of a double hook which
is designed to force the trolley wire firmly into the
groove in the ears, the swaging being done with a block
and hammer. It is drawn down by means of cam and
lever which forces a long anvil against the lower sur-
face of the trolley wire. The anvil is attached to the
remainder of the device by means of a chain so that
the whole may be kept together.

Semi-Ventilation of GE-57 Motors

BY R. W. PALMER

Manager Cleveland & Erie Railway, Girard, Pa.

In order to increase the service capacity of the GE-57
railway motors and reduce the temperature of the wind-
ings, the Cleveland & Erie Railway has replaced the
solid iron covers over the commutators of motors of this
type with wood covers having their centers cut out.
The open spaces have galvanized-iron covers or hoods,
as shown in the accompanying illustrations. Inasmuch

HINGED VENTILATED COVER OVER COMMUTATOR OPENING

224

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 5

I* 21" 1

DETAILS OF GALVANIZED-IRON VENTILATING COVER

as the cars on this road are equipped for single-end
operation the galvanized-iron covers are made right and
left-hand. When they are mounted on the motors the
ends without the screen are placed toward the front to
allow free circulation of air. The inclined plate shown
in the drawing acts as a shield to prevent wheel splash
entering the motors, the screen on the other end pre-
venting small stones and other foreign substances from
entering. The handhole plates or covers under the com-
mutator, as well as the top and bottom plates on the
pinion end, are also replaced with screens so as to allow
the free circulation of air within the motor frame.

This arrangement has been used with considerable
success by the company during the past season. Four
of the above two-turn motors, having a gear ratio of
25:59 mounted on Baldwin, Class 78-22-A trucks, have
been used under cars weighing 28 tons. In the winter,
on account of possible trouble from snow, the standard
covers may be replaced, as due to a lower temperature
of the surrounding air the windings will not exceed a
safe temperature. However, in operating cars through
a recent severe snowstorm the GE-57 motors with ven-
tilated covers, as well as the 306-V motors, were free
from snow and comparatively dry on the inside.

Swiss Electrification Prospects
Revived

The problem regarding the proposed electrification
of the Swiss State Railways is beginning to assume a
more definite stage, according to foreign reports. Early
in December an important conference was held at
Berne, at the instance of the Swiss Association for the
Regulation of Water Powers and the Association of
Electrical Engineers, to discuss the question of elec-
trification. M. Thormann, the engineer who was in
charge of electrifying the Lotschberg Railway, deliv-
ered a lecture on the various systems of electric opera-
tion, and proposed the adoption of the single-phase
type, which has given great satisfaction on the Lotsch-
berg Railway. A resolution was passed expressing the
hope of the electrification of the St. Gothard Railway
together with the approach line to the Simplon Rail-
way, the conference being convinced of the advantages
which result from better utilization of the existing
water powers by assisting in rendering the country in-
dependent, from an economic point of view, in regard
to supplies of coal for railway operation.

The Chicago, Ottawa & Peoria Railway made a record
during 1915 of having trains on time. With 25,587
scheduled trains operated during the year, 24,162 of
these, or 94.5 per cent, were on time.

DETAILS OF B. R. T. WOOD-STRAIN INSULATORS

Wood-Strain Insulators for Brooklyn

The Brooklyn (N. Y.) Rapid Transit Company re-
cently installed on its lines some 2y2-m. wood-strain in-
sulators in place of 2%-in. globe-strain insulators. The
specifications for these insulators are the same as for
the 5-in. wood-strain insulators except that the test for
the smaller insulator is 2000 lb., whereas for the 5-in.
size it is 4000 lb.

These new insulators are made from second growth,
split hickory. The wood is thoroughly seasoned and
straight-grained and so treated as thoroughly to fill all
of the pores with oil. As a finish, it receives two coats
of clear varnish.

Steel caps are used, compressed tightly on the ends
of the wood so as to prevent any moisture working
in between the cap and the wood but not so tightly as
to injure the fiber of the wood. The iron is protected
against rust either by a heavy galvanized coating or by
being sherardized. The eyes in the caps are placed at
right angles to each other.

All insulators were inspected upon delivery to the
storeroom. The inspector first carefully examined each
insulator for any defects. Each insulator was then
tested by having a tensile stress of 2000 lb. applied to it.
The company is now considering the advisability of sub-
stituting the wood type of insulator for frog pull-off s
also.

B. R. T. WOOD-STRAIN INSULATORS ON BROOKLYN BRIDGE

January 29, 1916]

ELECTRIC RAILWAY JOURNAL

225

DOOR SIDE OF DETROIT SINGLE-END CAR

Detroit Single-End Motor Cars

The Detroit (Mich.) United Railway's fifty new
center-entrance trail cars were described in an illus-
trated article by C. L. Keller, master mechanic of this
«ompany, in the Electric Railway Journal of Dec. 4,
1915. This railway company has also had built by the
G. C. Kuhlman Car Company twenty-five new all-steel
prepayment motor cars, which are shown in the accom-
panying illustrations. Although the motor car bodies
have the same monitor deck type of roof as the trailers
and contain practically the same interior specialty equip-
ment, they differ from the trailers in being of the end-
entrance type, while the trailers are center-entrance.
As they are operated from one end only, the doors of
the motor cars are located only on one side of the vesti-
bules, the rear platform being equipped with double
folding doors and steps for entrance and exit and the
front platform with a single folding exit door. The
bodies are without platform bulkheads. The motor cars
also differ from the trailers in having a cross-seat ar-
rangement for forty-six passengers, while the others
have longitudinal seats for fifty-seven passengers.

The general dimensions of the motor cars are as fol-
lows :

Length over vestibule 46 ft. 10 in.

Length of bodv 33 ft. 4 in.

Width over sills 8 ft. 1 13/16 in.

Width over all 8 ft. 4 14 in.

Bolster centers 21 ft. 2 in.

Height, rail to sills 2 ft. 9 % in.

Height, sill to trolley base • 9 ft. 3% in.

Weight of car body, including seats 16,800 1b.

Among other items of equipment are the following:
GE-203 motors, outside-hung "Golden Glow" headlights,
Detroit standard pedal sanders and Brill "Dedenda"
gongs.

Packing Ring Practice of the Rhode
Island Company

Nearly one-third of the air compressors on the 813
air-brake cars of the Rhode Island Company, Provi-
dence, R. L, are equipped with McQuay-Norris piston
packing rings. These rings have been substituted for
the old type three-part rings, either as renewals or
when rebushing cylinders. They are tested at 80 lb.
pressure and are somewhat tighter than the old three-
part rings. They are of hard, close-grain and fairly
brittle cast iron, such as has been found desirable
for this service. All rings are 5/32 in. thick except
those of the Westinghouse D-l-E compressors. Com-
pressors are overhauled at least every two years and
oftener if occasion demands.

The later type of compressors have pistons fitted with
three snap rings. When compressors are rebushed, the
inside diameter of a 5-in. cylinder is about 1/64 in.
scant, which allows truing up of the piston ; on the sec-
ond rebushing the inside diameter is 1/32 in. scant to
allow a second truing up of the piston. Not more than
two rebushings are advisable, using old pistons.

INTERIOR VIEW OF DETROIT SINGLE-END CAR

Growth of Electric Railways

In a paper recently prepared for the Institution of
Civil Engineers in England by Henry Metcalf Hobart,
now of the General Electric Company, Schenectady, N. Y.,
statistical tables were cited to show the rapidly increas-
ing extent to which electricity has been employed as a
motive power for trains. The rate at which the electri-
fication of sections of American steam railroads has
grown since 1895 was shown as follows:

Electrically-equipped single-track mileage of steam
railroads in the United States and Canada — 1895, 8;
1900, 51; 1905, 215; 1910, 1580; 1915, 3460; total single-
track mileage of steam railroads in the United States
and Canada— 1895, 233,000; 1900, 259,000; 1905, 307,-
000; 1910, 352,000; 1915, 380,000; percentage of elec-
trically-equipped single-track mileage — 1910, 0.45; 1915,
0.91.

The above figures, however, it was explained, did not
indicate the growth of the electric railway industry in
America. The greatest activity has heretofore related
chiefly to independent electric railway properties not
necessarily involving train operation. The rapid growth
of this business in America is indicated by the statistics
below, the totals being given in round amounts :

Total single-track mileage of electric railways in the
United States and Canada— 1890, 1260; 1895, 12,100;
1900, 19,300; 1905, 32,500; 1910, 40,000; 1915, 45,000;
total number of motor cars— 1890, 5600 ; 1895, 26,000;
1900, 43,600; 1905, 64,000; 1910, 89,600; 1915, 100,000.

226

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 5

NEWS OF ELECTRIC RAILWAYS

WASHINGTON COMMISSION WORK REVIEWED
Chairman Reynolds Discusses Activities of That Body for
Year Just Ended

Charles A. Reynolds, chairman of the Public Service Com-
mission for the State of Washington, in discussing the work
of that body for the year ended Dec. 31, 1915, was quoted
in part as follows:

"The accomplishments of the Public Service Commission
during the last year may be treated under five separate
headings:

" 'The elimination of the utility factor in valuation.
" 'The segregation of property owned by the same utility
for purposes of valuation.

" 'The elimination of the telephone deposit.
" 'Improved street car service.

" 'The reduction of the cost of electrical energy for resi-
dential lighting and irrigation purposes.'

"Up to the last year the so-called utility factor was used
by the Public Service Commission of Washington in the
valuation of rights-of-way and other real estate owned by
public utilities.

"By the utility factor is meant the multiple used by the
engineer after determining the value of a piece of real estate
by comparing it with the value of contiguous property. The
engineer multiplies that value by two or three, or some other
multiple, upon the theory that it cost the company two or
three times as much to buy it as it would cost a private
individual, even though in fact the land was donated to the
utility in the first instance.

"Up to the time of our decision in the Seattle, Renton &
Southern Railway case the utility factor was used by the
Public Service Commission of Washington in the valuation
of rights-of-way and other real estate used by public utili-
ties.

In passing upon the various question which were raised in
the Seattle, Renton & Southern Railway case this commis-
sion said:

" 'If the rule formerly followed by this commission is
incorrect it invalidates every valuation ascertained by the
commission where the multiple is used. Shippers and
passengers are now paying interest upon millions of dollars
that have no existence outside of the imagination or arbi-
trary notion of a so-called expert. The matter is of so far-
reaching importance, both to the railway company and to
its patrons, that we deem it proper to set forth at length
the reason for the rule as expressed by Justice Hughes of
the Supreme Court of the United States.'

"Thereafter the members of the commission at a meeting
of the National Association of Public Service Commission-
ers in Washington, introduced a resolution to the effect that
no utility factor should be used in the valuation of real
estate. This motion was carried by the National Associa-
tion unanimously and since that time no utility factor has
been used."

Discussing segregation of properties, Chairman Reynolds
said:

"Certain corporations in the State of Washington own
and operate utilities of different kinds, such as light, water,
gas and street railway, in different portions of the State.
These corporations desired the Public Service Commission
to value their entire property as one property, regardless
of their nature or place, or places, of operation. The
statute recognizes this right to request segregation, and it
seems only right that it should be granted out of common
justice.

"In street railway matters the commission met with con-
siderable opposition until the United States District Court
held that its right to order adequate and sufficient service
was absolute. The commission has maintained that the
rendering of service is the duty of a public utility irrespec-
tive of returns, and it is on this theory that we have based
our acts."

TRANSIT DIRECTOR TAYLOR REPORTS
Head of Department of City Transit of Philadelphia Reviews
Rapid Transit Situation There

The annual report of the department of city transit of
Philadelphia, Pa., for the year 1915 has been completed by
A. Merritt Taylor, the retiring transit director. The report
will contain a detailed summary of the activities of the
department during the year just ended; the present status
of the two high-speed projects now in course of construc-
tion; the estimated cost, routes and plans of the additional
subway and elevated lines recommended by the transit de-
partment; the financial aspects of the entire transit project;
the enabling legislation, both Councilmanic and State, passed
during the year, and finally a review of the tentative agree-
ment between the city and the Philadelphia Rapid Transit
Company, looking to the operation of the city-built high-
speed system and to the establishment of universal 5-cent
fares in place of the present 8-cent exchange tickets.

The report will lay particular stress upon the necessity
for the State Legislature to pass a bill, prepared last spring
by Director Taylor, providing that cars should be through
routed between lines built and owned by cities of the first
class and lines built and owned by corporations within cities
of the first class.

Prompt action by all parties to ratify or amend the
present tentative agreement between the city and the com-
pany in order to insure the abolition of the 8-cent exchange
tickets and Philadelphia Rapid Transit operation of the lines
will be particularly urged in the report. In this connection
two suggestions toward the amendment of the present tenta-
tive agreement will be made on the basis of recognition by
the city of cash actually paid in on the stock of the Union
Traction and Philadelphia Rapid Transit Companies.

The suggestions will be, first, that the preferential pay-
ments by the city to the Philadelphia Rapid Transit Com-
pany, as provided in the tentative agreement, to protect the
transit company against losses due to diversion of traffic
from the present to the new lines, be based upon actual in-
vestments by the stockholders of the transit company and
the Union Traction Company, and second, that provision be
made for the investment by the Union Traction stockholders
of the balance still owing to make up their full capitali-
zation.

Under the estimates of Director Taylor, it will cost be-
tween $15,000,000 and $16,000,000 to equip for operation the
city-built elevated and subway lines. Under the tentative
agreement whereby the Philadelphia Rapid Transit Com-
pany would become the operating company, this cost of
equipment could be met through the payment of $19,500,000
by the Union Traction stockholders. For this reason partic-
ular emphasis will be laid on the need for this provision in
the report.

The suggestions, in effect, would give a 6 per cent cumu-
lative return to the stockholders of both companies on the
cash actually paid in since 1895, the time of reconstruction.
The compensation for the abolition of exchange tickets
would be increased, but this increase would be offset by
reductions in the preferential payments to the company.
The preferential payments would be in amount necessary
to make the net income of the company each year equal to
$2,430,000, or 6 per cent on $10,500,000 Union Traction stock
(paid in) and on approximately $30,000,000 Philadelphia
Rapid Transit stock (paid in). The obligation of the city,
however, would under no circumstances be more than $600,-
000 a year, collected only from the operation of the city-built
lines.

The report will contain a completely revised estimate of
the cost of construction of the lines now under way and
those recommended. The revision is based upon the savings
made in contracts already let, and it will also include 20
per cent added to cover cost of engineering, interest and
required sinking fund payments.

January 29, 1916] ELECTRIC RAILWAY JOURNAL

227

DES MOINES ELECTION VALID
Supreme Court of Iowa Upholds Vote of Franchise to Des
Moines City Railway. Rehabilitation Under Way

Immediate acceptance of the new franchise is announced
by Emil G. Schmidt, president of the Des Moines (Iowa)
City Railway, following the decision on Jan. 22 of the State
Supreme Court that the recent franchise election was valid.
Mr. Schmidt said on Jan. 24 that before the week was over
Des Moines patrons would be enjoying the new rate of
six fares for a quarter, as provided in the new francnise.
Mr. Schmidt will hasten to secure from the Federal court
the discharge of the company from the receivership into
which it was thrown prior to the voting of the new fran-
chise.

The financial reorganization of the company has been
delayed only to await the decision of the high court on the
franchise election. The date for the acceptance of the
franchise expires on Jan. 28, and though the franchise may
be accepted without the prior discharge of the company
from the receivership the plans of Mr. Schmidt call for the
operation of the system under all the regulations of the
franchise immediately upon the acceptance of the new
grant. For that reason the discharge from receivership
is to be secured prior to the acceptance of the grant if
possible. To the representative of the Electric Railway
Journal in Des Moines Mr. Schmidt said:

"Dirt will be flying on our improvements for the year, to
cost $1,500,000, within a week or two, and next week I
expect to close up all of the business of the company per-
taining to its financial reorganization. I shall then im-
mediately start plans for the entire rebuilding of the system
in the downtown district and construction work on that im-
provement will start as soon as the weather permits. Con-
tracts will then be let for improvements more distant from
the heart of the city, and with warmer weather the people
who voted for the franchise will see that we intend to
keep our pre-election promises."

A large demand is expected for the six-for-a-ouarter
tickets with consequent temporary effect on the gross re-
ceipts of the company.

The opinion of the Supreme Court holding the election to
be valid was written by Justice Preston. Justices Deemer,
Evans and Salinger dissented.

NATIONAL CIVIC FEDERATION MEETS

At the sixteenth annual meeting of the National Civic
Federation, held in Washington on Jan. 17 and 18, the main
subjects were preparedness for national defense and immi-
gration. Many other topics, however, were taken through
various committee reports showing constructive work that
the federation is doing along various industrial and public
lines. One official action was taken when the federation
adopted resolutions to be sent to the President and Con-
gress, urging enactment of some plan for pensions for
superannuated or disabled federal employees.

Louis A. Coolidge, chairman of the welfare department,
said in connection with the subject of profit sharing that
organized labor is opposed to the system on the ground
that it deprives the worker of his organized bargaining
power, and also that employers question it because workers
fail to understand its benefits and to take intelligent advan-
tage of them. On the whole, he spoke in favor of the prin-
ciple as far as it has been tried, but he argued that better-
ment exneriments should not be based on charity but must
justify themselves in dividends.

The delegates received advance copies of the introduction
to the report on profit-sharing plans soon to be issued. The
federation has made an extensive investigation and analysis
of more than 200 plans in the United States, and the report
will endeavor to show impartially all the important details
of the various plans, with the claims made for them and
the objections urged against them. No attempt will be
made, however, to decide the conflicting claims or to weigh
the relative importance of the advantages or disadvantages
of profit sharing.

Louis B. Schram, chairman of the national committee for
the prevention of industrial accidents, urged that accidents
be classified by causes in order better to understand condi-

tions, and that safety devices be required on machines as
integral parts when they are made in the factory. The
workmen's compensation department reported in regard to
the growth of the compensation movement in the United
States, while the social insurance department advocated a
system of voluntary rather than compulsory social insur-
ance in America. The pension department compared the
various systems under federal, state, municipal and in-
dustrial employment and supported the idea of federal pen-
sions.

A plea for the support of the federation in the fight for
uniform court procedure in all states was made by the chair-
man of the uniform law committee of the American Bar
Association. The national welfare survey committee re-
ported as to the increase in the voluntary improvement of
conditions for employees, and particularly of citizenship
and trade education for foreigners. Other reports described
the progress which has been brought about in industrial
hygiene and labor conditions during the period covered by
the last thirty years.

COMMISSIONER WOOD INDICTED— INQUIRY TO
CONTINUE

Robert Colgate Wood, who resigned as a member of the
Public Service Commission for the First District of New
York just before charges alleging corruption in office were
made against him by the Thompson legislative investigat-
ing committee, was indicted on Jan. 25 by the Grand Jury
on a charge of soliciting a bribe. He surrendered himself
to District Attorney Swann and was arraigned before
Judge Mulqueen in the Court of General Sessions. Through
his attorney, he pleaded "not guilty," and asked for one
week in which to change his plea or make necessary mo-
tion. Assistant District Attorney O'Malley asked that
bail be fixed at $7,500, and arrangements were made to
have the money put up by a surety company. It is ex-
pected that Mr. Wood will be brought to trial in February.

An interesting political drama has been enacted in New
York in connection with the legislative investigation of the
Public Service Commissions. Not content with the scope
of its original work the committee began to proceed along
other lines. The chairman of the committee sought addi-
tional funds and announced that the investigation would
continue. The Speaker of the House thought that the com-
mittee had done enough investigating and said so. The
chairman of the committee promptly announced his dissent.
At this point some one drew across the trail of the com-
mittee the red herring of expenses incurred by the mem-
bers for hotel accommodations and entertainment in New
York City. An investigation of the investigators was then
proposed. Just about this time some one else as a sort of
counter irritant, suggested that the inquiry be widened to in-
clude the expenses of Governor Whitman on his recent trip
to the Pacific Coast. Thereupon an assemblyman said that a
Governor ought to be beyond suspicion. On Jan. 25 came
capitulation. It was announced that the milk-white flag of
surrender had been hoisted over the Speaker's desk in the
Assembly; that the Thompson committee investigation
would continue to March 7 with an additional appropria-
tion of $30,000, and that it had been determined to squelch
the resolution providing for an omnibus investigation of
all bills of legislative investigating committees, including
the Whitman junket to the Panama-Pacific exposition. In
the wake of all this the following picture of political har-
mony at Albany was painted by one of the correspondents
at the capital:

"There never has been such unanimity between Senate
and Assembly, between the Democrats and Republicans
and between the legislative and the executive branch of
the State government since the present administration took
hold as there is to-night (Jan. 25) over the sagacity dis-
played by the ways and means committee. Everybody's face
has been savecft The danger of any too deep delving into
the doings of the many committees and commissions has
been averted."

A perfunctory meeting of the Thompson committee was
held on Jan. 27, adjournment being taken to permit the
chairman to speak in Brooklyn on the subject "What Our
Committee Has Uncovered." The Senator declined to pre-
dict the line of inquiry to be followed hereafter.

228

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 5-

CINCINNATI RAPID TRANSIT PLAN ADOPTED

At a meeting on Jan. 21 the Rapid Transit Commission of
Cincinnati, Ohio, adopted modified plan No. 4 for the route
of the rapid transit belt line. In the beginning this belt
lint will serve as a nucleus for a rapid transit system for
the entire city. It will consist of a double track around
the entire course, but the commission has planned spur
tracks to take care of portions of the city which the main
line does not reach. These tracks will not be built, how-
ever, until the main line has proved a success. The com-
mission will ask the voters to pass on a bond issue of
$6,000,000 in April, sufficient for the construction of the
double track of the main line only. The belt line will be
known as the Cincinnati Rapid Transit & Interurban
Railway.

The road will be double track and standard gage the en-
tire distance. This will affect the three lines of the Inter-
urban Railway & Terminal Company, the Millcreek Valley
Line, the Cincinnati, Georgetown & Portsmouth and the
Cincinnati, Milford & Loveland roads, all of whose tracks
are broad gage. The lines of the Ohio Electric Railway,
the Cincinnati & Columbus Traction Company and the In-
dianapolis & Cincinnati Traction Company are all standard
gage. Engineers estimate that a third rail, to allow the
cars of the broad gage roads to use the loop, would entail
an additional cost of $150,000, while it will cost the three
roads mentioned $112,000 to change their track and equip-
ment to standard gage.

The main passenger and freight station will be built
by the time the road is ready for operation, and all in-
terurban cars will be allowed to use it. All passenger
cars using the loop must be of metal construction under
the decision reached. Freight cars will be allowed to use
it at fixed hours between the rush hours and in the early
morning hours.

Members Edward Dornette and W. A. Hopkins were ap-
pointed a committee to take part in a conference between
City Engineer Frank Krug and officials of the Interurban
Railway & Terminal Company and the Cincinnati, George-
town & Portsmouth Railroad relative to making connection
with the line. A plan has been suggested by which both
may connect over the same track.

The main passenger and freight terminal will be on the
site of the city hospital. Other stations will be located at
other convenient points.

Mr. Krug was chosen administrative head of the interur-
ban project by the Rapid Transit Commission at its meeting
on Jan. 22.

CLEVELAND COUNCIL ACTS ON SEVERAL MATTERS

Fielder Sanders, street railway commissioner, of Cleve-
land, Ohio, at the Council meeting on the evening of Jan.
24 reported adversely on the plan of giving school children
free transfers.

Councilman William Stolte introduced an ordinance pro-
viding for the selection of the street railway commissioner
by the Council in the future. He argued that this official's
duties are to keep Council informed of all conditions per-
taining to the operation of the road and that he should not
be appointed by the Mayor.

The resolution, recently introduced, requiring that chairs
be supplied in street cars for conductors was adopted. Mr.
Sanders advised the committee to which this resolution was
referred that the company did not favor the idea because
conductors, when seated, cannot see people leaving the cars
and the number of accidents will likely be increased on this
account.

It is possible that the people will be asked to decide
whether all cars shall be stopped on the near side of the
street. Mr. Sanders reported to the street railway com-
mittee of the Council that opinion seems to be about evenly
divided. No action was taken on the ordinance requiring
all cars to be operated pay-as-you-enter when going toward
the Public Square and pay-as-you-leave when going in the
opposite direction. Mr. Sanders said the plan would be im-
practical on some of the lines.

The committee reported adversely on the ordinance to
extend the East Seventy-ninth Street line of the Cleveland
Railway to Broadway and along East Seventy-first Street
to Lansing Avenue.

AS MAYOR ROLPH SEES THE MUNICIPAL
RAILWAY

James Rolph was sworn in on Jan. 8 as Mayor of San
Francisco, Cal., for another four-year term. In discussing
the municipal railway he said in part:

"The municipal railway system was established not only
to make profits for the taxpayers but to provide service.
It has done both in such excellent fashion that the extension
of the system will not only be a financial success, but insure
the growth of San Francisco.

"We should extend our municipal transportation system,
commencing at the terminus of the Geary Street system at
the beach, along the beach to Sloat Boulevard, and thence
along Sloat Boulevard to and through the Twin Peaks
tunnel. This tunnel is one of the most valuable assets of
the municipality, and the control of it for traffic at all times
must be retained by the public. Plans should be formulated
immediately for the extension of the Municipal Railway
system from the tunnel and down Market Street to the
ferry in order to provide rapid transportation for the Sunset
and Ingleside districts.

"No time should be lost in determining the rights of the
city to operate its own municipal system over its own
streets, and until this question is settled municipal trans-
portation in one form or another should be provided.

"The city, in view of the injunction granted by Judge
Sewall, should take steps immediately to obtain the use of
a loop at the ferry terminus for the operation thereon of the
cars of the municipality, and to make provision to supply
sufficient power for all cars of the Municipal Railway in
conformity with Judge Sewall's recent decision.

"The Municipal Railway system should cross Golden Gate
Park, thus connecting the Richmond and the Sunset districts
and providing much needed transportation in these rapidly
growing sections of our city. The Church Street line should
be completed without delay to Thirtieth Street."

A. I. C. DEVELOPING PLANS

The $50,000,000 American International Corporation, of.
which Charles A. Stone of Stone & Webster is president,
is slowly developing for doing business with foreign coun-
tries, and during the past month has made some important
steps in its program for procedure. At the meeting of the
directors on Dec. 23 George J. Baldwin, Savannah, was
elected vice-president, as noted in the Electric Railway
Journal of Jan. 8. Mr. Baldwin started immediately for
San Francisco to look into the affairs of the Pacific Mail
Steamship Company. He has returned and reported to
the board the condition of this business and the possibilities
for further development of the shipping business, both
coastwise and trans-Pacific. He will be the representative
of the corporation to devote his time especially to this mat-
ter, and will be the officer of the American International
Corporation who, in association with one of the officers of
W. R. Grace & Company, will especially follow the affairs
of the Pacific Mail Steamship Company.

Two other important steps have been taken in the line
of completing the organization of the American Interna-
tional Corporation. Dr. Richard P. Strong, the well-known
medical expert, has become connected with the corporation.
His specific duties will be to assist in building up the new
organization with the right kind of young men, and to fol-
low up the men of the organization who are at work in
foreign countries; and also to take up any questions that
may arise with foreign countries in regard to sanitary and
health conditions.

Philip Henry, a well-known engineer, who has given
much of his time to the investigation and construction
of railroad and other enterprises in South America, has
been elected vice-president of the corporation.

A committee of five directors has been formed to look
after navigation matters. This committee consists of W. L.
Saunders, Robert Dollar, J. P. Grace, James J. Hill and
John D. Ryan.

Between 500 and 1000 proposals have already been sub-
mitted to the corporation for consideration. It is purposed
to employ a large number of young men, most of whom
will be college graduates, and to educate them for per-
manent positions in the foreign field.

January 29, 1916] ELECTRIC RAILWAY JOURNAL

229

SUPREME COURT UPHOLDS STATES' RIGHTS IN
WATER POWERS

The Supreme Court of the United States handed down a
decision on Jan. 24 affirming that the several States of the
United States possess the power to enact laws authorizing
condemnation of water power sites and water rights by
right of eminent domain. The decision was in connection
with the upholding of the constitutionality of the Alabama
water power condemnation statutes, in a case growing out
of the improvement of the Tallapoosa River. In the de-
cision, which was rendered by Justice Holmes, it is stated:

"The principal argument is that the purpose of the con-
demnation is not a public one. It may sometimes be diffi-
cult to draw the line that is supposed to limit the authority
of the legislature to exercise or delegate the power of
eminent domain. But to gather the streams from waste
and to draw from them energy, labor without brains, and
so to save mankind from toil that it can be spared is to
supply what, next to intellect, is the very foundation of all
our achievements and all our welfare, and if that purpose
is not public we should be at a loss to say what is."

STRIKING CARMEN'S UNION PUTS UP NOVEL
DEFENCE

While evidence was being heard by Judge J. B. Wood-
ward to support the motion of the Wilkes-Barre (Pa.) Rail-
way for a permanent injunction against its striking car-
men to restrain them from interfering in any way with
the operation of the cars, counsel for the strikers declared
that the union, as a body, was not responsible for the
breaking of the arbitration contract. The contention was
that a committee represented the union, but that the union,
under its law, must ratify any act of its representatives.
While an agreement was being negotiated the strike was
called, arbitration having failed to settle the difference.
The lawyers representing the men contended that the union
did not ratify the arbitration because the members never
acted on it.

BIOGRAPHIES OF NEW MICHIGAN RAILWAY
OFFICERS

Brief biographies follow of some of the newly appointed
operating officials of the Michigan Railway, Jackson, Mich.,
mentioned in the Electric Railway Journal of Jan. 8,
page 99, and not so well known as the other officers of the
company:

J. H. Weldon, chief of the tariff bureau, began work with
the Michigan United Railways' tariff department in April,
1909.

A. J. Bray, the newly appointed auditor of the Michigan
Railway, began service with the Michigan United Railways
in July, 1906, as chief clerk to the secretary. In March,
1912, he was made auditor of the Michigan United Traction
Company, which position he held at the time of his recent
appointment.

F. N. Aldrich, auditor of disbursements, began work with
the Michigan United Traction Company as a clerk in 1912.

J. W. Slater, auditor of receipts, became connected with
the Michigan United Railways Company in 1909. He start-
ed as a clerk, checking conductors' turn-ins and car records.

0. H. Degener, auditor of freight accounts and car ac-
countant, began work with the Michigan United Railways'
freight department in November, 1907.

J. A. Rosenberger, superintendent of the Owosso and Co-
runna city lines, was formerly assistant auditor of the
Terre Haute, Indianapolis & Eastern Traction Company,
Indianapolis, Ind. He joined the operating organization of
the Michigan United Traction Company in 1912, and was
made superintendent of transportation of the Owosso and
Corunna city lines in October, 1914.

C. H. Smith, superintendent of the Northeastern Division,
was formerly assistant to the superintendent of the Michi-
gan United Railways at Kalamazoo. In 1912 when the
Michigan United Traction Company leased the Michigan
United Railways, Mr. Smith was made superintendent of
transportation at Kalamazoo. In June, 1914, he was moved
to Saginaw as superintendent of transportation of the Sagi-
naw-Bay City Railway Company.

APPLICATION FOR ABANDONMENT REFUSED

A. W. Leonard, president of the Puget Sound Traction,
Light & Power Company, Seattle, Wash., filed a petition with
the City Council recently asking permission in the name of
the company to relinquish its franchise to operate cars on
Twenty-third Avenue. The company desires to surrender
franchise rights granted by an ordinance approved in No-
vember, 1907, extending from Louise Street on the north to
Jefferson Street on the south. Mr. Leonard states that the
Twenty-third Avenue line has always been operated at a
loss. It is estimated that it cost the company approxi-
mately $165,000 to install the railway. To tear out the
tracks and restore the right-of-way would cost $65,000.
The Public Service Commission recently directed the com-
pany to operate its Twenty-third Avenue cars downtown in
the morning and evening rush hours by way of Madison and
Pike Streets. To comply with the order the company would
have to construct additional tracks at considerable cost.
Mr. Leonard says the company is not receiving a return in
excess of 5 per cent upon the value of its entire street rail-
way properties in the city.

The franchise committee of the City Council has denied
the application of the company for permission to relinquish
its franchise on Twenty-third Avenue and to discontinue the
operation of that line. The company's only recourse now is
to apply to the courts for an annulment of the Public Serv-
ice Commission's ruling or for an order compelling the city
of Seattle to set aside the Twenty-third Avenue franchise.

Increase in Wages by Wilmington Company. — The em-
ployees of the New Castle and the Delaware City lines of
the Wilmington & Philadelphia Traction Company, Wil-
mington, Del., have received notice of a raise of 2 cents an
hour. The men now receive 6 cents an hour more than they
did six months ago.

Subway Approaches to New Bridge at Cleveland. — On
Jan. 19 the Commissioners of Cuyahoga County authorized
a bond issue of $500,000 for the construction of subway ap-
proaches to the new Superior-Detroit Avenue bridge across
the Cuyahoga River. The entire cost of the approaches is
estimated at $850,000 and it is believed that Mayor Davis
will sign the ordinance placing the entire matter in the
hands of the commissioners.

Contributions Solicited for Hatters. — W. D. Mahon, inter-
national president of the Amalgamated Association, ap-
pealed to the officers and members of the association to ob-
serve Jan. 27, the anniversary of the birth of Samuel Gom-*
pers, president of the American Federation of Labor, by
contributing one hour or more of their pay to the cause of
the Danbury hatters, against whom judgment was obtained
in the famous boycott case.

New Bedford Company Refuses Demands. — The Union
Street Railway, New Bedford, Mass., has refused the de-
mand of the local branch of the Amalgamated Association
for a flat rate of 35 cents an hour for all platform men.
About 500 men are in the company's service, the present
rates ranging from 25 to 30 cents an hour on a six-years'
graduated scale. Various other concessions in working con-
ditions were refused by the company.

Severe Storms in Northwest. — Owing to unusual storms
which have swept over the entire Northwest, and particu-
larly eastern Washington, since Jan. 1, service on the elec-
tric lines operating out of Spokane, Wash., has been con-
siderably disrupted. Officials state not since the first elec-
tric railway was built out of Spokane fifteen years ago
have trains had as much difficulty in operating as at the
present time. Oon Jan. 22 drifts from 20 ft. to 30 ft. deep
were reported in some places.

Hearings on the Pittsburgh Ordinances. — The first of the
councilmanic hearings on the proposed ordinances to the
Pittsburgh (Pa.) Railways introduced at the last meeting
was held on Jan. 21 by the Councilmen sitting as the com-
mittee on public service and surveys. No action was taken
and another hearing was set for Jan. 26. It is expected
still other hearings will be held. It was decided by the
Councilmen to take up the ordinances by groups, and, if
desired, hearings on each group will be held. At the meet-
ing scheduled for Jan. 26 it was proposed to consider the
ordinances for turnouts, switches and curves.

230

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 5

Norfolk Franchise Considered. — The sub-committee on
franchise and taxation of the joint committee of ten, rep-
resenting the City Council and the business organizations of
Norfolk, in the matter of the proposed new franchise for
the Virginia Railway & Power Company, met on Jan. 14
and went over the situation generally. The final date of the
conclusion of the matter depends on a report from the sub-
committee on commercial electric light and power rartes.
Entirely outside of the transportation and the electric light
and power questions, the company will, it is understood,
submit to the committee a new schedule of gas rates.

Mayor Smith on the Philadelphia Transit Program. —
Mayor Smith of Philadelphia, Pa., is quoted as follows in
regard to the rapid transit program for that city: "I feel
that the program for building the Broad Street subway and
Frankford elevated line represents as much as it is ad-
visable to take up right away. I feel that at this time we
should devote our energies to the two pieces of work under
contract. I would not say, however, that the other two
lines should not be started until Broad Street and Frank-
ford are completed. I will find out the real demand, the
amount of travel and other data, and will judge from that
whether the lines should be advocated."

Massachusetts Supreme Court Refuses to Order Subway
Construction. — Judge Crosby of the Massachusetts Su-
preme Court has dismissed a petition for a writ of man-
damus to compel the Boston Transit Commission to begin
the constrution of a subway between City Square and Sul-
livan Square, Charlestown, to supersede the elevated struc-
ture of the Boston Elevated Railway. An act of the last
Legislature was claimed by the petitioner to be mandatory,
but the court holds that as the Boston Elevated Railway has
refused to enter into a contract with the city of Boston
for the use and occupation of the tunnel thus provided
the commission is not required to construct the subway in
accordance with the act.

Puget Sound Electric Railway Lays Its Case Before
Public. — On Nov. 15 a committee of the Puyallup Commer-
cial Club addressed the Public Service Commission of the
State of Washington on matters relating to rates on the
Puyallup Short Line branch of the Puget Sound Electric
Railway. This communication brought a reply from the
Public Service Commission, which goes exhaustively into
the facts and history of the whole rate question. It being
suggested that this clear and comprehensive statement of
the commission would be of interest to the people in the
communities served by the Puget Sound Electric Railway,
the two letters have been reprinted by the company in
pamphlet form for general distribution among the riding
public.

Wages Up 2 Cents to 3 Cents an Hour in Richmond. — A

general increase in the wages of motormen and conductors
over its entire system, including Richmond, Norfolk, Ports-
mouth and Petersburg, was made effective by the Virginia
Railway & Power Company as of Jan. 1. The increase will
be applied as follows: first-year men, from 18 to 20 cents
an hour; second-year men, from 19 to 21 cents an hour;
third-year men, from 20 to 22 cents an hour; fourth-year
men, from 21 to 23 cents an hour, and men in service five
years or longer, from 22 to 25 cents an hour. Ten years
ago the maximum wage for motormen and conductors was 15
cents an hour. The new wage scale, therefore, represents
an increase of approximately 66 2/3 per cent over the pay
current at the beginning of the present decade.

Railway Mail Pay Question Again. — A substitute proposal
that the Interstate Commerce Commission shall determine
what the Government shall pay to the railroads for the
transportation of the mails was made before the House
committee on post-offices on Jan. 24 by railroad officials
appearing in opposition to the Post-office Department plan
to change the existing system of payment. The Post-office
Department is advocating legislation that would require the
railroads to handle the mails on a "space basis," rather than
by weight. This recommendation, generally opposed by
railroad interests has been met with the counter-sugges-
tion that the matter of pay be left to the Interstate Com-
merce Commission, with proviso that the pay shall be
continued on the weight basis and the mails shall be
weighed yearly instead of quadrennially.

United States Supreme Court Passes on Compensation
Act. — The United States Supreme Court on Jan. 17 con-
strued the Washington State workmen's compensation law
as abolishing all damage actions in the courts by workmen
in the hazardous employments covered by the law, whether
against employers or against third persons. The decision
was in a case in which the widow and children of Benjamin
Meese sued the Northern Pacific Railroad for the alleged
negligent killing of Meese, an employee of a brewery, at
Seattle, Wash., alongside the railroad's tracks. The District
Court held the compensation law abolished all actions for
damages, and dismissed the suit, but the Circuit Court of
Appeals held that it abolished litigation only of employees
against their employers. The Supreme Court upheld the
District Court's interpretation and reversed the Circuit
Court of Appeals.

Report on Water Power Control. — According to a special
report sent to Congress on Jan. 20 by the Department of
Agriculture eighteen corporations are shown to be in con-
trol of more than half of the water power employed in the
operation of public utilities, while more than one-quarter
of it is controlled by Stone & Webster Management Asso-
ciations, Montana Power Company, Utah Securities
Corporation, E. W. Clark & Company Management Corpora-
tion, Southern Power Company and Hydraulic Company of
Niagara Falls. The report places the potential water
water resources of the country at a minimum of 27,943,000
hp. and the maximum at 53,905,000. Private power interests
reported in 1912 a total investment of more than $2,000,-
000,000, as represented by the item "cost of construction,"
averaging $391 per horsepower of primary power installa-
tion. Municipal stations reported an aggregate cost of
$77,000,000, averaging $188 per horsepower. The Secretary
made no recommendations because none was requested.

Toronto Mayor Discusses Railway Problems. — Mayor
Church of Toronto, Ont., in his inaugural address on Jan.
10 briefly reviewed the work accomplished last year, and
then outlined the matters which demand the attention of
the new Council. Dealing with the hydro-electric radial
railway, he said that the passing of the by-law showed
that the people were determined to have absolute control of
the transportation facilities within the city limits. He said
the first thing the new Council should do to give expression
to the wishes of the people was to appoint a traffic com-
mission, consisting of the city treasurer, works commis-
sioner, harbor engineer, corporation counsel, the Mayor
and one other member of the Council. This commission
should begin work immediately to prepare the way for the
taking over of the Toronto Railway at the expiration of
the franchise in 1921. While in favor of the operation of
motor buses as a means of solving the transportation prob-
lem, he was opposed to granting any more franchises for
the use of the streets by any private companies.

PROGRAMS OF ASSOCIATION MEETINGS

Central Electric Railway Association

The annual meeting of the Central Electric Railway Asso-
ciation will be held at the Hotel Miami, Dayton, Ohio, on
Feb. 24 and 25. The executive committee meeting will be
held at the same place on the evening of Feb. 23 and after-
noon of Feb. 25.

New England Street Railway Club

The date of the sixteenth annual meeting and dinner of
the New England Street Railway Club will be March 23,
1916. Definite decision as to where the banquet will be held
has not yet been made, but the choice is between the Copley-
Plaza and the Hotel Somerset, Boston.

American Museum of Safety

Dr. W. H. Tolman, director of the American Museum of
Safety, announces that the annual dinner of that organiza-
tion is to be held at the Waldorf-Astoria hotel, New York
City, Thursday evening, Feb. 3. Addresses will be made by
W. A. Fairburn, Wilbur C. Fisk and Elmer A. Sperry. The
winners of the five gold medals annually awarded by the
museum will be announced on this occasion.

January 29, 1916]

ELECTRIC RAILWAY JOURNAL

231

Financial and Corporate

ANNUAL REPORT

Southern Pacific Company-Affiliated Electric Lines

The results of the activities of the affiliated electric
lines of the Southern Pacific Company for the year ended
June 30, 1915, are shown in the accompanying table. As
compared to the preceding year, the total deficit increased
from $1,161,462 to $1,444,117, an amount of $282,655 or
24.3 per cent. This was made up of an increase of $2,222
in surplus for the Stockton Electric Railroad, and in-
creases in deficits for all the other lines as folloWs:
Pacific Electric Railway, $73,420; Fresno Traction Com-
pany and Fresno City Railway (combined), $10,261; Visalia

practically all the other lines also showed losses in propor-
tion to their size, it is evident that the causes of such returns
were quite widespread.

In general it may be said that there was no change of
any account in the rates of the electric lines in California
during the last year or in the year preceding, but the use
of private automobiles and the extensive development of
the jitney movement interfered seriously with the pas-
senger revenue of all the electric lines. It is said that
there are about 47,000 privately-owned machines in Los
Angeles County alone, this number having shown a con-
siderable increase during the last year. Some of the de-
crease in revenues was caused by changes in accounting
rules following the Interstate Commerce Commission
classifications, and the earnings from the wharves and
other outside operations were naturally less than during
the previous year on account of the general dullness in
business. It is stated, however, that this dullness has now
a tendency to disappear, and business prospects are much
better than they were at this time last year. The various

Financial and Operating Statistics for

Affiliated

Electric Railways

of Southern Pacific

Company

FOR

Year Ended June 30, 1915

Fresno

Traction

Company and

Portland,

Pacific

Fresno City

Stockton

Visalia

Eugene &

Electric

Railway

Electric

Electric

San Jose

Peninsular

Eastern

Total

Railway

( Combined )

Railroad

Railroad

Railroads

Railway

Railway

Railway operating revenues

$10,292,682

$8,874,507

$231,330

$200,127

$98,736

$346,547

$292,494

$248,939

Railway operating expenses

7,242,141

6,026,802

181,143

129,963

87,653

249,463

263,698

303,418

Net revenue (or deficit) railway operations

$3,050,540

$2,847,705

$50,187

$70,164

$11,083

$97,084

$28,796

*$54,478

Taxes assignable to railway operations. . .

$589,406

$496,477

$12,563

$10,721

$4,300

$19,046

$15,809

$30,491

Uncollectible railway revenues

11

11

Total

$589,417

$496,477

$12,563

$10,721

$4,300

$19,046

$15,809

$30,502

$2,461,123

$2,351,228

$37,624

$59,443

$6,783

$78,038

$12,987

♦$84,980

116.984

tl48,130

18,958

2,616

220

6,682

21,597

18,779

$2,578,107

$2,399,358

$56,582

$62,059

$7,003

$84,720

$34,584

*$66,201

Deductions from gross income :

Interest on funded debt

Interest account with Southern Pacific

Company

Interest on other unfunded debt

Amortization of discount on funded debt. .
Other deductions

Total deductions $4,022,224

Net income (or loss) *$1,444,117

Tons of commercial freight carried .

Total single track mileage.

$2,977,085

$2,785,600

$42,388

865,639
19,513
88,593
71,394

147,233
13,657
83,044
53,345

39,634
115
3,034
1,877

$4,022,224

$3,082,879

$87,048

*$1,444,117

*$683,521

*$30,466

2,318,007
100,608,827
38,563,972
1,429.48

2,251,342
76,070,474
31,433,177
1,058.37

5,248,580
1,348,560
45.01

♦Loss, tlncludes 73.02 miles of steam lines. +Does not include int
advances to the Pacific Electric Land Company. §Figures not available.

$7,611

23

$89,239
61

33,181
117

2,513

$25,000

219,367
5,515

$329,373
25

524

4,231

11,416

$7,634

$89,300

$160,432

$254,113

$340,814

$54,425

♦$82,297

♦$75,712

♦$219,529

♦$407,015

§

§

66,665
3,079,039
1,418,158
tl33.64

4,658,303
1,012,344
19.49

138,052
248,607
48.69

8,419,867
1,957,731
42.64

2,994,512
1,145,395
81.64

amounting

to $331,642 accrued

during the

year on

Electric Railroad, $3,884; San Jose Railroads, $9,334;
Peninsular Railway, $23,289, and Portland, Eugene & East-
ern Railway, $164,689. During the year ended June 30,
1915, the railway operating revenues of the seven affiliated
companies decreased $655,095 or 5.9 per cent, but the rail-
way operating expenses also decreased $575,603 or 7.3 per
cent, so that the net revenue from railway operation was
less by only $79,493 or 2.5 per cent. The taxes assignable
to railway operation increased $27,504 or 4.8 per cent, and
the operating income suffered a loss of $107,008 or 4.1 per
cent. The non-operating income showed a slight change
for the better, but the deductions from gross income in-
creased $176,801 or 4.6 per cent. Consequently the net
income figure or deficit for the year showed the loss before
stated.

On account of the different form of presentation for the
annual report in 1915 and 1914, the foregoing figures may
not be exactly accurate, but they are sufficiently so to
show the general tendency for the combined lines. The
decrease in railway operating revenues was spread over
all the seven companies with the exception of the Visalia
Electric Railroad, which showed a small increase of $674 or
0.6 per cent. The Pacific Electric Railway had a loss in this
item of $592,976 or 6.2 per cent, which accounted for about
90 per cent of the combined loss of $655,095 for the year.
Owing to the facts, however, that the Pacific Electric
Railway alone contributed more than 85 per cent of the
total railway operating revenues of $10,292,682 and that

lines are practically holding their own at present, but it is
believed that they will continue to suffer from the jitney
competition until public regulation of such carriers, which
is becoming stronger and stronger, finally places upon
them some real part of the public obligations that electric
railways have to bear. One comforting point is the fact
that the freight business is developing very satisfactorily.

In view of the size of the Pacific Electric Railway, some
details in regard thereto are worthy of note as emphasiz-
ing the general points previously mentioned. Although
the total railway operating revenues of this company, as
before stated, showed a decrease of $592,976, the loss
would have been much greater had it not been for the
substantial increase in freight revenues. This increased
$207,936 or 17.2 per cent, while the passenger revenue
decreased $473,456 or 6.4 per cent, and other-transporta-
tion revenue decreased $327,455 or 36.5 per cent. The
increase in freight revenue was largely caused by the in-
creased interchange of transcontinental traffic with the
steam railroads, which more than overcame the decrease
brought about by the hard times and the motor-truck com-
petition. It would seem that under anything like equal
obligations to the public the company would be able to
meet quite successfully the competition of motor-
trucks, as public utilities, except for very short hauls.

In regard to passengers carried by the Pacific Electric
Railway, there was an actual decrease for the last fiscal
year from 82,084,416 to 76,070,474, an amount of 6,013,942

232

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 5

or 7.3 per cent. The former figure is the correct one for
the year ended June 30, 1914, instead of that published in
the report of the Southern Pacific Company for this period.
A number of conflicting causes gave the general result as
to passenger decrease versus revenue decrease. The pas-
senger total was affected by the hard times, the motor
buses and the good roads for the private automobile
traffic. The passenger revenue was affected by these and
also by the relatively decreased number of round trips
and single trips on the old lines as compared with the
total, and also by the strong inclination to use commuta-
tion books. This was in part offset, however, by the open-
ing of the through line between Riverside and San Ber-
nardino on the one hand and Los Angeles on the other,
thus giving a large average revenue per passenger for
about 60 miles of ride.

In explanation of the note in the preceding table,
to the effect that the Pacific Electric Railway does not
include in non-operating income the interest amounting to
$331,642 accrued during the year on advances to the Pacific
Electric Land Company, it may be said that the railway
company through its land companies has a very large in-
vestment in real estate, amounting to some millions of
dollars, but it takes no credit in its earnings for money
advanced to these companies. This of course affects the
income showing unfavorably, but it is nevertheless proper
and conservative accounting until such time as it shall
have been demonstrated by sale of the land or its use for
other purposes that the investment has made its way.

An interesting item in connection with this company's
report is the fact that for the year ended June 30, 1915,
it included in operating expenses charges paid to steam-
line neighbors for track rentals and the use of terminals,
equipment, etc., amounting to $140,930 as compared to
$108,623 for the preceding year. Under power and main-
tenance of equipment there was also included in operating
expenses an item of $277,019 for depreciation as compared
to $280,768 for the preceding year. For equipment re-
tired during 1915 there was charged an additional amount
of $25,691 as compared to $25,228 in 1914. There were
no noteworthy changes in physical property during the
year, except the completion of the line between Riverside,
San Bernardino and Los Angeles in July, 1914, and be-
tween Corona and Riverside in February, 1915.

PROGRESS OF IOWA INTERURBAN LINES

The report just issued by the Board of Railroad Com-
missioners of Iowa for 1914 contains the financial and op-
erating statistics of electric interurban railways for the
year ended June 30, 1914. Comparative statistics for the
years from 1903 to 1914 are also published, as shown by the
accompanying table. There was an increase of 33.50 miles

Comparative Statistics op Electric Interurban Railways in
Iowa prom 1903 to 1914

Gross

Mileage, Earnings Net

Single from Operating Net Earnings

Year Track Operation Expenses Earnings Per Mile

1903 98.27 $228,445 $132,621 $95,824 $975

1904 102.41 342,559 217,320 125,239 1,223

1905 151.41 497,645 316,795 180,850 1,194

1906 183.30 629,576 394,486 235,090 1,282

1907 184.51 770,338 476,755 293,583 1,591

1908 245.18 942,780 601,746 341,034 1,391

1909 361.91 1,258,279 734,587 523,693 1,447

1910 373.92 1,450,136 951,894 498,243 1,332

1911 343.25 1,695,991 1,100,354 595,637 1,735

1912 342.74 1,823,192 1,272,340 550,852 1,607

1913 394.23 2,330,385 1,453,624 876,761 2,224

1914 427.73 2,682,102 1,722,072 960,030 2,244

in the mileage of the interurban companies in 1914. The
Davenport & Muscatine Railway showed a decrease of 10
miles, for the 1913 report included the mileage of the street
railway lines in Muscatine, now eliminated. The Fort
Dodge, Des Moines & Southern Railroad showed an increase
of 0.22 mile. The Iowa Railway & Light Company re-
ported an increase of 20.06 miles for new line constructed,
and the Waterloo, Cedar Falls & Northern Railway showed
a similar increase of 25.81 miles. There was also a de-
crease of 2.59 miles for the mileage of the Ames & Col-
lege Railway, this company being controlled by the Fort
Dodge, Des Moines & Southern Railroad, and the mileage
being included with this company.

BROOKLYN REVENUES ARE GAINING

The operating results of the Brooklyn (N. Y.) Rapid
Transit System for the quarter and the six months ended
Dec. 31, 1915, are shown in the following table:

Quarter Ended Dec 31, 1915.

Gross operating revenue.

1915
$6,747,126
WW. . 3',854,443

1914
$6 367 973
3,684,069

$2,892,683

< >)<1 H Q H

, $2,683,904

4ZD.UO i

Non-operating income....

$2,468,896 '

107,649

$2,258,847
105,979

$2,576,545

1 O ft ft A ft A

$2,364,826

l,±8o,Uo {

$1,367,141

$1,176,769

Six Months

Ended Dec 31, 1915.

1915

$14,048,444

7,716,609

1914 .
$13,607,760
7,521,934

$6,331,835

$6,085,826
859,928

Non-operating income....

$5,476,116

237,184

$5,225,898
221,687

Income deductions

2,371,766

$5,447,585
2,350,592

$3,096,993

For the last quarter in 1915 as compared to the corre-
sponding quarter in the preceding year the gross operating
revenues of the system increased $379,153 or 5.9 per cent,
and the operating expenses increased $170,374 or 4.6 per
cent, so that the net revenue from operation increased
$208,779 or 7.7 per cent. Taxes showed a slight decrease
of $1,270 or 0.3 per cent, non-operating income $1,670 or
1.5 per cent, and income deductions $20,747 or 1.7 per cent,
with the result that the net income for the period increased
$190,372 or 16.1 per cent.

The progress made during the last quarter was natu-
rally greater than that made during the preceding quar-
ter, as is indicated by comparing the foregoing returns
with the comparative figures for the whole six months'
period in 1914 and 1915. During the six months ended
Dec. 31, 1915, the gross operating revenue increased
$440,684 or 3.2 per cent. The operating expenses in-
creased $194,665 or 2.6 per cent, and the net from operation
increased $246,009 or 4 per cent. Taxes decreased $4,209
or about 0.5, and non-operating income increased $15,497
or 6.9 per cent, but income deductions increased $21,174
or 0.9 per cent. The net result was a gain of $244,541
or 7.8 per cent in net income for the six months.

CLEVELAND RAILWAY HOLDS MEETING

At the annual meeting of stockholders of the Cleveland
(Ohio) Railway on Jan. 26, it was reported that the com-
pany enjoyed a marked increase in travel during the last
four months, and it now appears that it will not be nec-
essary to increase the rate of fare. The penny charge for
transfers will wipe out the deficits, it was said, if the city
would permit it to continue for that purpose. If not, then
the company will have to go to the city for an increase in
fares that will accomplish this result.

In his report President J. J. Stanley stated that the track
department has recommended the renewal of about 28 miles
of track during the present year at an estimated cost of
about $1,000,000, and the purchase of four automobile trucks.
A storehouse for miscellaneous track supplies, a cement
storage house and a salt storage house should be erected
on the property on Harvard Avenue, he said, and additional
tracks should be laid in the yards at that point. The power
department has recommended miscellaneous improvements
which, plus 15 per cent for engineering and contingencies,
make a total of $507,840.

The only considerable extension of track to be laid this
year is about 3 miles on Madison Avenue in Lakewood. The
proposed extension on East Thirtieth Street will probably
not be built this year, as the sewer in the street has not
been completed. President Stanley said that the proposed
Clark Avenue extension cannot be completed until after the
city finishes a bridge under construction. He also said
that just at present there is no intention of issuing any more

January 29, 1916]

ELECTRIC RAILWAY JOURNAL

233

of the stock, but what may be done in the future depends
upon the requirements the city may make in the way of
improvements and extensions.

Brazilian Traction, Light & Power Company, Ltd., To-
ronto, Ont. — A quarterly dividend of 1 per cent has been
declared on the ordinary stock of the Brazilian Traction,
Light & Power Company, Ltd., payable on March 1 to
holders of record of Jan. 31. Owing to the unsettled
conditions brought about by the war, the dividend was
reduced in September, 1915, to one-half of 1 per cent,
previous to which IY2 per cent had been paid each quarter.

Cities Service Company, New York, N. Y. — A monthly
dividend of one-half of 1 per cent on the preferred stock of
the Cities Service Company has been declared payable on
Feb. 1 to holders of record on Jan. 15. This is in accordance
with the announcement made in November, 1915.

Cleveland & Eastern Traction Company, Cleveland, Ohio.
— At the annual meeting of the stockholders of the Cleve-
land & Eastern Traction Company, A. G. Tame, C. Brand,
Horatio Ford and H. P. Mcintosh, Jr., were elected as new
members to the board of directors. Mr. Ford and Mr. Mc-
intosh were elected to the board of the Cleveland & Chagrin
Falls Railway, formerily the Cleveland, Youngstown &
Eastern Railway, which is closely associated with the
Cleveland & Eastern Traction Company.

Cleveland (Ohio) Railway. — The operating report of the
Cleveland Railway for December, 1915, shows that the
operating revenue was $741,974, compared with $676,197 for
the corresponding month in 1914. The actual maintenance
and operating expenses for the month aggregated $507,338,
while the ordinance allowance was $467,655. The mainte-
nance deficit was $27,659, making a total accumulated
deficit in that fund of $593,148. The operating deficit was
$12,023, bringing the total operating deficit up to $70,765.
The amount received from transfers was $64,217, compared
with $57,453 in December, 1914. The interest fund at the
end of the year was $542,651. This fund has gradually
increased through the winter months, but during the warm
weather last year it showed a constant decrease. The in-
crease in December was $45,456, which was the ordinance
surplus, but the actual surplus was only $11,863. These
figures represent the condition of the fund when Fielder
Sanders assumed the office of street railway commissioner.

Danbury & Bethel Street Railway, Danbury, Conn. — Suit
to recover $450,000 damages has been brought against offi-
cers of the Danbury & Bethel Street Railway by John H.
Henshaw, trustee for the estate of George E. Pond. The
suit grew out of the recent merger by purchase of the
Bridgeport & Danbury Electric Railway by the Danbury &
Bethel Street Railway. Mr. Henshaw, in his complaint, al-
leges that the Danbury & Bethel Street Railway as a result
of the merger was made liable for the debts of the Bridge-
port & Danbury Electric Railway, to the injury of the estate,
which owns stock of the Danbury & Bethel Street Railway.

Glendale & Montrose Railway, Glendale, Cal. — As a re-
sult of the investigation upon the California Railroad
Commission's own motion to determine the various ele-
ments entering into the value of the company's property
it is found that the reproduction cost of the operative
physical property as of March 31, 1915, is the sum of
$204,350, including non-operative property, $205,975; that
the reproduction cost less depreciation or present value of
the operative physical property of respondent as of March
31, 1915, is the sum of $189,408, including non-operative
property, $191,001.

Grand Valley Railway, Brantford, Ont. — The city of
Brantford is applying to Parliament for authority to take
over the Grand Valley Railway, to extend the line to the
village of Cainsville, and to operate it as the Brantford
Municipal Railway. Authority is also asked for placing
the railway and other municipal utilities under the man-
agement of a commission.

Interborough Rapid Transit Company, New York City.
— Harris Forbes & Company; Lee, Higginson & Company,
and Kissel, Kinnicutt & Company are offering the unsold
balance of $25,000,000 of Interborough Rapid Transit Com-
pany first and refunding 5 per cent bonds, due in 1966, at
99V2 and interest.

Kansas City (Mo.) Railways. — Attorneys for the protest-
ors against the franchise of the Kansas City Railways are
preparing to appeal from the decisioh of the State Public
Service Commission denying a rehearing of the reorganiza-
tion plan of the street railway and light properties. The ap-
peal will be in the Cole County Circuit Court, from which the
proceedings would go to the State Supreme Court. The pro-
ceedings will have to do only with the validity of the fran-
chise. Plans for the reorganization are proceeding, how-
ever, the position of the parties at interest, including the
city, being that the decrees and decisions of Judge Hook
and the Public Service Commission practically guarantee the
validity of the franchise.

Lehigh Valley Transit Company, Allentown, Pa. — The

Lehigh Valley Transit Company has declared a quarterly
dividend of 1% per cent on the preferred stock, payable
on Feb. 10 to holders of record of Jan. 31. The last divi-
dend declared by this company was a semi-annual one of
2% per cent in October last. Previous to that time the
company had been making semi-annual payments of 1 per
cent for some time.

Ohio Traction Company, Cincinnati, Ohio — The Ohio
Traction Company has notified the holders of its $8,500,000
of 5 per cent preferred stock that the quarterly dividend
due on Feb. 1 will not be paid, and further dividends will
be deferred. A year ago the company passed the dividend
on its common stock. Officials of the company say that
while earnings are sufficient to provide for payment of
dividends on the preferred issue, the approaching revision
of franchise provisions in Cincinnati, and the increased
cash requirements for serial note maturities and improve-
ments, made the passing of the preferred dividend ad-
visable.

Philadelphia Company, Pittsburgh, Pa. — The Philadel-
phia Company has called for redemption on Feb. 2 the
two issues of 7 per cent interest-bearing scrip, aggregat-
ing $1,352,933, which were issued to pay dividends on
Nov. 2, 1914, and Feb. 1, 1915.

Pittsburgh (Pa.) Railways. — The Consolidated Traction
Company, operated by the Pittsburgh Railways, has sold
to the Colonial Trust Company, Pittsburgh, $500,000 of 5
per cent car trust bonds which will be offered at par and
interest. The bonds mature in ten annual installments of
$20,000 each, beginning with April 1, 1917. The bonds are
a first lien on twenty-five double-truck steel motor cars and
twenty-five double-truck steel trailers, costing $221,000, of
which amount $21,000 cash has been paid by the company.

Public Service Corporation of New Jersey, Newark, N. J.
— An increase of 10.8 per cent was shown by the Public
Service Corporation of New Jersey in gross business for
December, 1915, as compared with the corresponding month
of the year previous, and the gross business for the year
showed an increase of 5 per cent. For December, 1915, the
gross increase in total business amounted to $345,889, and
the balance available — after payment of operating expenses,
fixed charges, sinking fund requirement, etc. — for amortiza-
tion, dividends and surplus was $593,096. The increase in
surplus available for dividends over the corresponding
month of 1914 was $44,971. For the twelve months ended
Dec. 31, 1915, the gross increase in total business was
$1,781,395. The balance available for amortization, divi-
dends and surplus totaled $4,065,434, and the increase in
surplus available for dividends was $263,216.

Southwestern Traction Company, Temple, Tex. — Judge
T. S. Maxey in the Federal Court at Waco on Jan. 14 ap-
pointed W. G. Haag, superintendent of the Southwestern
Traction Company, receiver of the company. On Jan. 15
the Susquehanna Trust & Safe Deposit Company, Will-
iamsport, Pa., filed a suit in equity in the United States
District Court at Waco asking for the foreclosure of the
mortgage of 1911, the interest on some $130,000 of first
mortgage 5 per cent bonds being in default.

West Penn Traction Company, Pittsburgh, Pa. — An-
nouncement is made that the $6,000,000 of West Penn
Traction Company three-year 6 per cent secured gold notes
will be called on March 1 at par and a half. The notes were ■
sold at 99 and interest when originally offered and ranged
in price in the market from 96 to 100%.

234

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 5

DIVIDENDS DECLARED

American Railways, Philadelphia, Pa., quarterly, 1% per
cent, preferred.

Bangor Railway & Electric Company, Bangor, Me., quar-
terly, one-half of 1 per cent, common.

Brazilian Traction, Light & Power Company, Ltd., To-
ronto, Ont., 1 per cent, ordinary.

East St. Louis & Suburban Company, East St. Louis, 111.,
quarterly, three-quarters of 1 per cent, preferred.

Grand Rapids (Mich.) Railway, quarterly, 1% per cent,
preferred.

Jacksonville (Fla.) Traction Company, quarterly, 7-5 cents,
preferred.

Massachusetts Consolidated Railways, Greenfield, Mass.,
quarterly, 1% per cent, preferred.

Monongahela Valley Traction Company, Fairmont,
W. Va., quarterly, 1% per cent, preferred.

Philadelphia Company, Pittsburgh, Pa., 2% per cent, pre-
ferred.

Railway & Light Securities Company, Boston, Mass., 3
per cent, preferred; 3 per cent, common.

Union Street Railway, New Bedford, Mass., quarterly, 2
per cent.

York (Pa.) Railways, $1.25, preferred.

ELECTRIC RAILWAY MONTHLY EARNINGS

BATON ROUGE (LA.) TRACTION COMPANY

Operating Operating Operating Fixed Net

Period Revenues Expenses Income Charges Income

lm., Nov., '15 $17,671 "$8,946 $8,725 $2,204 $6,521

1 14 15,704 "9,444 6,260 2,054 4,206

12 15 1X9,924 *109,374 f80,550 25,824 54,726

12 " " '14 178,083 *114,296 63,787 25,071 38,716

COLUMBUS (GA.) ELECTRIC COMPANY

lm., Nov., '15 $67,291 "$27,383 $39,908 $28,679 $11,229

1 " " '14 63,274 *28,850 34,424 28,791 5,633

12 *' " '15 710,928 *322,777 388,151 344,657 43,494

12 " " '14 678,573 "290,178 388,395 320,945 67,450

DALLAS (TEX.) ELECTRIC COMPANY

lm., Nov., '15 $161,525 *$98,789 $62,736 $34,067 $28,669

1 " " '14 180,303 *96,199 84,104 33,389 50,715

12 15 1,846,740 *1, 114, 800 731,940 402,090 329,850

12 " " '14 2,226,381 *1, 310, 289 916,092 364,241 551,851

EL PASO (TEX.) ELECTRIC COMPANY

lm.,Nov., '15 $93,482 *$44,010 $49,472 $4,186 $45,286

1 " " '14 91,712 "42.1S4 49,528 4,179 45,349

12" " '15 968,806 "517,509 451,297 50,378 400,919

12" " '14 1,041,126 "579,966 461,160 51,375 409,785

GALVESTON-HOUSTON ELECTRIC COMPANY, GALVESTON,

TEX.

lm.,Nov., '15 $168,260 *$105,554 $62,706 $36,710 $25,996

1 14 195,390 *103,121 92,269 36,752 55,517

12" " '15 1,965,151 *1, 202, 237 762,914 932,920 329,994

12 " " '14 2,435,544 *1, 323, 974 1,111,570 441,465 670,105

JACKSONVILLE (FLA.) TRACTION COMPANY

lm., Nov., '15 $49,251 »$35,856 $13,395 $14,726 f$l,331

1 14 r.2.881 *37,229 15,652 13,052 2,600

12 15 614,092 *430,540 183,552 176,349 7,203

12 14 723,598 *477,286 246,312 152,325 93,987

NORTHERN TEXAS ELECTRIC COMPANY, FORT WORTH,

TEX.

lm., Nov., '15 $145,692 *$S9,001 $56,691 $26,853 $29,738

1 14 157,568 *83,848 73,720 26,808 46.912

12 " " '15 1,718,833 *1, 043, 340 675,493 330,265 345,228

12 14 2,093,414 *1, 166, 266 927,148 312,858 614,290

PADUCAH TRACTION & LIGHT COMPANY, PADUCAH, KY.

lm., Nov., '15 $25,032 *$14,421 $10,611 $7,477 $3,134

1 " " '14 24,838 *15,044 9,794 7,542 2,252

12 " " '15 289,671 *179,861 109,810 91,529 18,281

12 14 303,576 *194,186 109,390 91,438 17,952

PENSACOLA (FLA.) ELECTRIC COMPANY

lm., Nov., '15 $23,516 *$12,407 $11,109 $7,050 $4,059

1 " " '14 18,860 *12,251 6,609 7,353 , f744

12 " " '15 254,213 *146,419 107,294 85,072 21,722

12 14 271,024 "172,204 98,820 S6.537 12,283

PUGET SOUND TRACTION. LIGHT & POWER COMPANY,
SEATTLE, WASH.

lm., Nov., '15 $613, S23 "$403,104 $240,719 $182,573 $58,146

1 14 686,820 "401,883 284,937 177,757 107,179

12 " " '15 7,577,430 "4,755,539 2,821,891 2,175,308 646,583
12 " " '14 8,523,731 "5,026,360 3,497,371 2,115,522 1,381,849

TAMPA (FLA.) ELECTRIC COMPANY

lm., Nov., '15 $83,696 "$44,565 $39,131 $4,342 $34,789

1 " " '14 80,922 "41,927 38,995 4,422 34,573

12 " " '15 980,780 "500,902 479,878 52,423 427,455

12 14 978,606 "527,136 451,470 55,123 396,347

"Includes taxes. fDeficit.

Traffic and Transportation

CONNECTICUT COMPANY'S SAFETY CONTEST
Prizes Awarded to School Children for Safety Suggestions
— Megaphone Used for Directing Pedestrians

On Oct. 1, 1915, the Connecticut Company, New Haven,
Conn., after having made arrangements with the State
Board of Education, sent some 2500 circulars to the teach-
ers in the public schools along the lines of the company
announcing offers of cash prizes for the best essays by
school children upon the subject "How I Keep Safe Upon
the Streets and Roads." All competing essays were sent
to the State Board of Education by Dec. 1, and the awards
were made so that the local school authorities delivered
the prizes to the winning pupils by Dec. 1. The judges
were the members of the State Board of Education and an
officer of the Connecticut Company. The essays were
judged, first for their common-sense safety suggestions and,
second, for their English, spelling, composition, etc.

Prior to Dec. 1 992 essays were submitted from thirty-
seven different towns, sixty-three from high schools, thir-
teen from rural schools and 916 from graded schools. Much
interest was shown in the contest by teachers and pupils.
Many essays reached the office after Dec. 1, but on account
of the large number that came in on time it was impossible
to consider the ones that were so late that they did not
correspond with the terms of the offer of the award.

After a careful reading in the office of the State Board
of Education of all of the essays which were submitted on
time, the awards were made to the following pupils:
Graded schools — First prize of $20 to Cornelius McNamara,
sixteen years old, sixth grade, Baldwin School, Watertown;
second prize of $10 to Persis Jacobs, thirteen years old,
Roger Sherman School, New Haven. Rural schools — First
prize of $20 to Gladys Robinson, thirteen years old, Center
School, Ellington; second prize of $10 to Mary Schuster,
thirteen years old, Center School, Ellington. High schools
— First prize of $20 to Grace M. Goodall, sixteen years old,
High School, Thomaston; second prize of $10 to Beatrice
M. Le Tendre, sixteen years old, High School, South Man-
chester.

The schools in which the awards were made seemed very
much interested in the safety-first movement. Mr. Hine,
secretary of the State Board of Education, gave much at-
tention to the contest, which was conducted under the direc-
tion of S. W. Baldwin, assistant attorney of the Connecticut
Company.

The essay by Miss Goodall in particular reflected great
credit upon her mentors. It contained about 1400 words.
She began by telling how a serious accident had set a com-
munity to thinking about safety. Relating experiences of
her own and those she had witnessed or heard about, she
drove home her warnings with direct illustrations. She
told about a safety campaign in one city in which those
conducting the work had men with megaphones stationed
at various points to shout at those who crossed the streets
diagonally between blocks. The publicity attendant upon
offenders against safety principles having their attention
thus called to their carelessness had a very noticeable effect.

COURT UPHOLDS SPRINGFIELD JITNEY MEN

Jitney bus owners of Springfield, 111., won a victory in
the Sangamon Circuit Court when Judge Creighton on
Jan. 22 granted them a temporary injunction restraining
the city from enforcing its jitney bus ordinance. The court
declared most of the important sections of the ordinance
unlawful. The suit was brought by William Draper and
sixteen other jitney men. The bus owners plan to resume
operations in the city at once, unless an appeal should be
taken by the city. In his decision, Judge Creighton said:

"The court holds that the general subject matter of the
ordinance in question is not unlawful discrimination in favor
of street cars and automobiles used as ambulances, hotel

January 29, 1916] ELECTRIC RAILWAY JOURNAL

235

buses, sight-seeing buses, taxicabs and other classes of
vehicles not embraced in said ordinance.

"The court holds that the provision in Sec. 3 of the ordi-
nance limiting the age of one who may be granted a permit
as a chauffeur to sixty years and requiring evidence of
good character is unlawful and void; that the provision of
Sec. 5 requiring a bond of $5,000 for the purposes therein
specified, is unlawful and void; that the provision of Sec. 6,
providing that a conviction for violation of the ordinance
shall automatically revoke the license, is unlawful and
void, and that Sec. 10 declaring the operation of any motor
bus otherwise than provided in this ordinance a nuisance
is unlawful and void. Complainants' motion for temporary
injunction is granted."

When the ordinance to regulate the operation of jitneys
was passed by the City Commission the Springfield Con-
solidated Railway filed action before the Illinois Public
Utilities Commission asking that the jitney men be com-
pelled to apply for a certificate of convenience and neces-
sity. This case is still pending.

Demand That Seattle Cars Be Heated.— The City Coun-
cil of Seattle, Wash., has adopted a resolution directing
Corporation Counsel James A. Bradford to file a complaint
with the State Public Service Commission, demanding that
the Puget Sound Traction, Light & Power Company be re-
quired to heat its cars whenever the temperature on the
street falls befow 40 deg. Fahr.

Extension in Buffalo Safety Appliance Case. — The In-
ternational Railway, Buffalo, N. Y., has secured an order
from United States Judge Hazel in Buffalo, extending the
time in which to file its record on appeal from the decision
of Judge Hazel, who found the company guilty of violat-
ing the federal safety appliance act by not having auto-
matic couplers on its interurban cars.

New Jersey Bill to Regulate Jitneys. — Majority Leader
Kates has introduced into the Assembly of New Jersey a bill
conferring on cities the right to regulate jitneys. The meas-
ure has been referred to the committee on railroads and
canals. It brings the jitneys within the meaning of the
term public utility and makes them subject to the act cre-
ating the Board of Public Utility Commissioners.

Jitneys Ruled from Downtown Oakland. — In order that
the safety of the public may be adequately protected and
to relieve the congested condition of street traffic now
existing, the ordinance governing the jitneys in Oakland
Cal., has been amended so that no license for the operation
of any automobile for hire as a jitney shall hereafter be
granted within a defined zone which comprises the principal
downtown sections of the city.

Compulsory Extension of Free Service in Toronto. —
At the board of control meeting in Toronto, Ont., on Jan.
19, Mayor Church moved that an application be made to
the Ontario Legislature to provide that in cities of 200,000
or more electric railways shall carry nurses, soldiers,
including those in training, free of charge. He explained
that in Scotland, England and Australia this was the rule.
The recommendation was approved and application will
be made for legislative power.

Adjusting Springfield Accident Claims. — The wreck on
Jan. 10 at Springfield, Ohio, in which five persons were
killed and thirty-four injured occurred on West Main Street
at a grade crossing of the Springfield Railway and the Big
Four Railroad. There is a double curve at this point. The
power did not go off, but it is supposed that the motorman,
who was killed, did not see a shifting train that was behind
a through train which he let pass. The Big Four Railroad
and the American Railways are co-operating in the adjust-
ment of damages.

Settling Spokane Bridge Accident Claims. — Officials of the
Washington Water Power Company and the city of Spokane,
Wash., have reached an agreement whereby the former will
pay one-third and the latter two-thirds of all claims for
damage growing out of the collapse on Dec. 18 of the Divi-
sion Street bridge and the death of five passengers in one
of the two cars of the company that were on the bridge at
the time of the failure. Up to Jan. 22 three claims totaling
$75,000 had been settled for $19,550. On this basis it is es-
timated that all the total claims will be settled for about

$75,000. Claims are being settled on the basis of age and
earning power of the deceased or injured.

Jitney Permit Granted. — The Public Service Commission
of the Second District of New York has granted a certifi-
cate of convenience and necessity under the Thompson jit-
ney bus law to John P. Van Ostrand for that part of his
route between Geneva and Rushville within the city of Ge-
neva, subject to the terms of the local consent granted him
by the city authorities of Geneva. This local consent pro-
vides that the buses shall be run only as part of the through
line to Rushville and that no goods or passengers may be
carried from point to point within the city of Geneva.
There was no opposition to the granting of the certificate
at the hearing recently held in Geneva.

Public Service Carried 413,472,702 Passengers in 1915.—
During the year 1915 the Public Service Railway, Newark,
N. J., carried 413,472,702 passengers. This, in spite of
jitney competition in Newark, Jersey City, Hoboken and
Camden, was 6,194,788 more persons than were transported
the year previous. The Essex division was the banner
division, with 163,716,474 passengers, and the Hudson came
next, with 123,922,415. There are four other divisions of
the property — Bergen, Passaic, Central and Southern. A
fraction more than 22 per cent of the total represented
transfer or non-revenue passengers, whereas in the Essex
division nearly 27 per cent were transfer riders.

Fort Smith Jitney Ordinance Valid. — The jitney ordi-
nance of Fort Smith was upheld by the Supreme Court on
Jan. 11 when it affirmed the decision of Chancellor Fal-
coner. The ordinance requires each operator of a jitney to
give an indemnity bond in the sum of $2,500. The jitney
owners sought an injunction against the enforcement of
the ordinance on the ground that it was "class" legislation
and also on the ground that the city commission exceeded
its authority in fixing a bond, thereby creating a civil
liability. The Supreme Court held that the contentions
were without merit. The decision does not affect taxicab
business in Fort Smith or inter-city automobile traffic.

Department of Accident Investigation in Seattle. — The
title of the department heretofore known as the claim
department of the Puget Sound Traction, Light & Power
Company, Seattle, Wash., was changed on Jan. 1, 1916, to
the department of accident investigation, the head of this
department being given the title of superintendent of
department of accident investigation. Effective on the same
date F. M. Hamilton assumed the duties of superintendent
of the above named department, replacing George Carson,
resigned, as previously noted in the Electric Railway
Journal. Mr. Hamilton reports to and receives instruc-
tions from G. A. Richardson, superintendent of railways.

Kentucky "Jim Crow" Law. — The "Jim Crow" law which
State Senator Charles Knight of Louisville, Ky., stated
that he would introduce, has been drafted and introduced in
both houses of the State Legislature. Instead of applying
only to cities of the first class, the act would require sep-
aration of the white and black races on the street cars of
all cities and towns of the State. Separate cars may be
provided, although fixed or movable partitions, screens or
signs will meet the requirements of the measure. Char-
tered cars for exclusive use of patrons are not affected by
the terms of the law and there are other exceptions. Vio-
lations would subject the accused to fines of from $5 to $50
and imprisonment not exceeding ten days.

Bristol Jitney Company Fails. — The Bristol Jitney Com-
pany, which has been operating for some time in the vicinity
of the Tennessee-Virginia line, has gone into bankruptcy,
an involuntary petition having been filed by its creditors
at the instance of the company. Creditors, it is stated, will
probably get less than 35 cents on the dollar. The company
was incorporated last summer and for a time enjoyed a
large business. It was soon discovered, a company state-
ment notes, that the more people the jitneys hauled the
more money the company lost. The fare was advanced
from 5 cents to 10 cents, and people returned to the street
railway. Recently creditors attached two of the company's
automobiles. Efforts to reorganize and obtain more capital
failed.

Jitney Defeated at Bakersfield. — The jitney was defeated
at a special election held at Bakersfield, Cal., on Jan. 11.

236

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 5

The jitney became an election issue through the referendum
of an ordinance enacted a few months ago providing only
reasonable regulation of the jitneys. The jitney drivers
objected particularly to the clauses which kept them one
block away from Nineteenth Street for a distance of three
or four blocks in the heart of the city where traffic is con-
gested and which made them stick to their selected route
throughout the day. The San Joaquin Light & Power
Corporation maintains buses that transfer passengers from
their terminals to residence districts and the jitneys par-
alleled these routes and operated only during hours when
business was best.

Advertising the Floods at Louisville. — The Louisville &
Southern Indiana Traction Company and the Louisville &
Northern Railway & Lighting Company, cross-river lines,
profited by display advertisements inserted by the com-
panies in the papers of Louisville, Ky., during the recent
flood stage of the Ohio River. These lines hecome espe-
cially scenic when the river gets up to the danger mark,
which means that the lowlands on both sides are sub-
merged. There are several points on the Silver Hills, near
New Albany, and reached by the New Albany City line,
from which great areas of flood water can be seen. "Take
the Big Red Car" and "See the High Water," and "Com-
plete Trip 20 Cents," were the items emphasized in the ad-
vertisements, which set forth the plan in detail.

Conductor Charged with Passing Imitation Coins. —

Charged with filing 5 cent coins to register a cent when
deposited in the fare boxes on the Buffalo city lines of the
International Railway, Andrew Judge, a conductor, has
been indicted by the United States Grand Jury and is un-
der arrest for trial at the next term of court. Thomas
Penny, of counsel for the company, is co-operating with the
United States attorney in the prosecution of the case.
The indictment charges violation of Section 168 of the
United States penal code, covering the making or passing
of an imitation 1, 2, 3 or 5-cent piece. The penalty on con-
viction is a fine of not more than $1,000 and imprisonment
of not more than five years. It is alleged that in making
change for passengers, Judge would give two 10-cent pieces
and a filed nickel. The 5-cent piece was always deposited
in the fare box by the passenger and would only register 1
cent.

Improvement in Columbus Accident Reeord. — The report
of the safety council of the Columbus Railway, Power &
Light Company, Columbus, Ohio, will show that there has
been a decrease for 1915 over 1914 of 21 per cent in acci-
dents occurring to passengers leaving cars, a decrease of
14 per cent in collisions of cars with teams, and a de-
crease of 36 per cent in collisions between cars. The num-
ber of automobiles in Franklin County on Jan. 1, 1916, was
9294 in comparison with 6484 on Jan. 1, 1915, or an in-
crease of about 43 per cent, but the increase in the number
of accidents due to collisions between street cars and auto-
mobiles increased by only 3 per cent. There was a slight
increase in the number of accidents due to carelessness in
boarding cars. People insist on boarding cars when they
are moving. The number of accidents to employees shows
a slight increase, from the fact that the company at the
first of the year ordered that every accident, no matter how
trivial, should be reported.

Interurban Character of Service Maintained in Albany. —

The Public Service Commission for the Second District of
New York has decided the case against the Schenectady
Railway and the United Traction Company, with regard to
the use of the Schenectady Railway cars for local service in
Albany. The commission refused to compel the Schenec-
tady Railway to use its interurban cars on the Albany line
for local service. Inasmuch as the Schenectady Railway
cars are now being used to supplement the United Traction
Company's service between Watervliet Avenue and the city
line the commission ordered that the schedules of these two
companies be arranged so that they may furnish even inter-
vals. The opinion is expressed that the interurban charac-
ter of the Schenectady Railway service to Albany must be
maintained, one reason being that the interurban cars, with
their three high steps and other features unsuited to the
ready ingress and egress of passengers, would tend to delay
all the Albany local cars if generally engaged in local traffic.

Personal Mention

Mr. Bion J. Arnold of Chicago has been retained by the
Public Service Commission of Massachusetts as consulting
engineer in the Bay State Street Railway fare case.

Mr. Joseph H. Alexander, formerly chief engineer in the
office of Mr. Peter Witt, who retired as street railway com-
missioner of Cleveland, Ohio, on Jan. 1, has entered the
service of the Cleveland Railway.

Mr. Edward A. West, efficiency engineer of the Portland
Railway, Light & Power Company, Portland, Ore., is spend-
ing a few weeks in Denver in efficiency work on the prop-
erty of the Denver (Col.) Tramway.

Mr. Thomas A. Wallace has been appointed assistant
treasurer of the Toledo Railways & Light Company, Toledo,
Ohio, to succeed Mr. William P. Troth who is now in the
offices of Henry L. Doherty & Company in New York.

Mr. K. D. Klemm, formerly secretary of the Kansas City,
Kaw Valley & Western Railroad, who has been managing
the line and handling the building of extensions, was
elected president at the annual meeting on Jan. 14. Mr.
E. S. Bigelow has been elected secretary and treasurer of
the company.

Mr. Thomas H. Turner, who has been in the employ of
the Massachusetts Northeastern Street Railway, Haverhill,
Mass., for some years, has been appointed master painter,
in charge of the painting of all the equipment of the com-
pany. He succeeds his brother, Richard R. Turner, who died
recently.

Mr. E. W. Decker, who has been a director of the Twin
City Rapid Transit Company, Minneapolis, Minn., was elect-
ed vice-president of the company at the annual meeting held
in New York on Jan. 25. He succeeds Mr. Horace Lowry,
who was elected president of the company. Mr. Decker is
president of the Northwestern National Bank, Minneapolis.

Mr. Robert W. Boyd has been appointed secretary to
Commissioner Henry W. Hodge of the Public Service Com-
mission for the First District of New York. Mr. Boyd
has been in independent consulting engineering practice in
New York, and was for a time in partnership with Mr.
Rudolph Miller, who resigned to become superintendent of
buildings of the Borough of Manhattan.

Mr. R. H. Dalgleish, who has been in charge of the electri-
cal department of the Capital Traction Company, Washing-
ton, D. C, for the last eight years as assistant to the chief
engineer, has been appointed electrical engineer of the com-
pany. Mr. Dalgleish is president of the Capital Traction
Company section of the American Electric Railway Associa-
tion, just organized, and a portrait and a short biography
of him appear in the department "Association News," else-
where in this issue.

Mr. W. W. Hunzicker has resigned as equipment engineer
with The Milwaukee Electric Railway & Light Company,
Milwaukee, Wis., to accept a position as engineer with the
Ohio Brass Company, Mansfield, Ohio. Mr. Hunzicker was
graduated from Purdue University in 1908, and since that
time has been actively engaged in street railway matters of
a varied character. Mr. Hunzicker was employed with the
South Bend, Indiana, properties during 1908-1909, Chicago
Board of Supervising Engineers during 1910, and 1911-1915
in the rolling stock department of the Milwaukee prop-
erties.

Mr. John N. Shannahan, vice-president and general man-
ager of the Newport News & Hampton Railway, Gas &
Electric Company, Hampton, Va., has been admitted into
the partnership of Allen & Peck, Inc. The other two mem-
bers of the firm are Mr. C. Loomis Allen and Mr. E. F.
Peck. Owing to the fact that Mr. Allen's duties as one of
the receivers of the Empire United Railways, Inc., require
practically all of his time at present, a change has been
made in the work of the other partners. Mr. Peck has
taken Mr. Shannahan's place at Hampton, and Mr. Shanna-
han spends most of his time in traveling in the interest of
the firm and inspecting its different properties.

January 29, 1916]

ELECTRIC RAILWAY JOURNAL

237

Mr. R. F. Carley, who has been appointed general super-
intendent of the Galesburg Railway, Lighting & Power
Company, Galesburg, 111., was born in 1885 and reared in
Quincy, 111. He was grad-
uated from the high school
at Quincy, spent two years
at Leland Stanford Univer-
sity and two years at Cor-
nell University, Ithaca, from
which latter institution he
was graduated in 1907 with
the degree of mechanical
engineer, having specialized
in electrical work. Im-
mediately upon graduation
Mr. Carley entered the
service of the McKinley
syndicate at Quincy. Here
he spent nearly two years
learning the practical side
of the operation of a public-
utility property, working in r. p. carley
the car shop, at the power

plant, as track foreman and as inspector of trainmen. He
also aided in securing a new street railway franchise. Mr.
Carley next spent more than a year as superintendent of
the railway department of the Galesburg Railway & Light
Company. On leaving Galesburg, he made a detailed report
covering each of the various McKinley properties. This
report was really a physical inventory with pictures,
sketches and tabulated data covering each place. Mr.
Carley next took charge of the operation of the three inter-
urban power plants of the Illinois Traction System at
Venice, Peoria and Riverton, and at the same time acted
as an operating engineer for the system. Since 1912 he
has been chief operating engineer located in the Peoria
office. Next June will complete his ninth year of service
with the company.

Mr. Horace Lowry, who has been vice-president of the
Twin City Rapid Transit Company, Minneapolis, Minn., was
elected president of the company at the annual meeting in
New York on Jan. 25. He
succeeds the late Calvin G.
Goodrich. Horace Lowry is
the only son of the late
Thomas Lowry, former
president and founder of
the Twin City Rapid
Transit Company. He was
born in Minneapolis on Feb.
4, 1880. He is a graduate
of the Minneapolis Emer-
son grade school and the
Minneapolis Central High
School, class of 1896, and
the University of Minne-
sota, class of 1900, from
which last he matriculated
with the degree of bachelor
of science. For nearly two HORACE lowry

years he was employed as

an electrician in the company's shops. He then entered
the auditing department. When he left the department
after a year of service he was chief clerk. Mr. Lowry
then retired from the company to look after his father's
real estate and personal business interests, which up to
that time had been in the hands of several agents. In
June, 1908, he accepted the superintendency of the Minne-
apolis lines of the company and held that position until
Dec. 10, 1910, when he resigned to give his entire time to
the Arcade Investment Company, of which he is president.
During that time he built the twelve-story Lowry build-
ing in St. Paul, acting as his own engineer and general
contractor. On Jan. 1, 1912,, he was appointed general
manager of the Twin City Rapid Transit Company and
on Jan. 25, 1913, he was elected vice-president, which
office he has held up to his election as president on Jan.
25, 1916. Mr. Lowry is a member of all the leading social
and civic organizations of Minneapolis and St. Paul. He

was married on March 18, 1909, to Kate S. Burwell and
they have two sons.

Mr. N, B. Rhoads has resigned as general superintendent
of the Southern Railway & Light Company, Natchez, Miss.,
to become superintendent of the railway department of the
Jackson Light & Traction Company, Jackson, Miss. He
succeeds Mr. F. Whitfield, who has been assigned to other
duties. Mr. Rhoads was formerly manager of the Way-
cross Street & Suburban Railway, Waycross, Ga. He en-
tered railway work with the Richmond (Va.) Traction Com-
pany. Later he was assistant superintendent of the Sa-
vannah (Ga.) Electric Company and then superintendent
of the company. He was also superintendent of the Key
West (Fla.) Electric Company and superintendent of trans-
portation of the Beaumont (Tex.) Traction Company.

Mr. J. R. Blackball, general manager of the Chicago &
Joliet Electric Railway, Joliet, 111., was elected president of
the Illinois Electric Railways Association at the meeting
held in Chicago on Jan. 21. Mr. Blackhall was born on
Nov. 16, 1869, in a little French community named Cara-
quet, in New Brunswick, Canada. He left home when he
was fifteen years old, and after working in several different
places in Canada, he went to Portland, Maine, in 1889. In
the spring of 1891 he entered railway work with the Wood-
bridge & Turner Engineering Company, New York, which
had taken a sub-contract under the Thomson-Houston Com-
pany, then engaged in electrifying the Deering branch of
the Portland Railroad. A few months after the Wood-
bridge & Turner Engineering Company completed its work
at Portland the company employed Mr. Blackhall on the
construction of the electric railway extending from Buffalo
to Tonawanda along the lake. He was finally promoted to
the position of superintendent of the road. Subsequently
Mr. Blackhall served the Woodbridge & Turner Company
in connection with the electrification of the horse car
lines in Providence, R. I., the construction of the Westbrook
branch of the Portland (Maine) Railway, the building of
the Scranton-Moosic line, the electrification of the mule
lines in Chester, Pa., the installation of an electric scenic
line on Briganteen Island, N. Y., the electrification of the
lines in Poughkeepsie, N. Y., and the construction of the
independent telephone system at Mt. Vernon, N. Y. After
leaving the Woodbridge & Turner Company, Mr. Blackhall
constructed an overhead line connecting the new power
plant with the old system in Wilkes-Barre, Pa. He next
became connected with the Portland (Maine) Railroad in
charge of its electrical work and remained in Portland
until the spring of 1900. He then secured a position with
the American Railways, Philadelphia, on work at Bridge-
ton, N. J. He was next sent to Joliet by the American
Railways in the capacity of electrical superintendent on the
rebuilding of the local lines there and the construction
of the interurban line to Chicago. Upon the completion
of that work he served the American Railways in other
places, returning to Joliet in January, 1904, to become
manager of the Chicago & Joliet Electric Railway, which
position he now holds.

OBITUARY

Richard R. Turner, master painter of the Massachusetts
Northeastern Street Railway, Haverhill, Mass., and mem-
ber of the New England Street Railway Club, is dead. Mr.
Turner was born in Providence, R. I., in 1864. He had
been connected with the street railway industry for many
years and had served directly under Mr. Franklin Wood-
man, general manager of the Massachusetts Northeastern
Street Railway, for twenty-five years.

Henry Hurt, formerly president of the Capital Traction
Company, Washington, D. C, and a director of several
banking institutions of Washington, died on Jan. 24 at his
home in Washington. Mr. Hurt, who was born in Virginia
seventy-two years ago, fought with the army of the Con-
federacy. After the war was over he obtained work as a
conductor on a horse car in Washington, D. C. In 1874 he
was elected president of the Capital Traction Company. He
retired from the presidency of the company in 1895, but re-
mained a director and for the last ten years was vice-presi-
dent of the company.

238

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 5

Construction News

Construction News Notes are classified under each head-
ing alphabetically by States.

An asterisk (*) indicates a project not previously
reported.

FRANCHISES

Lafayette, Ind. — The franchises granted the Lafayette
& Northwestern Traction Company in Tippecanoe, White,
Jasper and Newton Counties expired on Jan. 1, 1916. The
franchises required that the road be in operation by Jan. 1,
1916, or all rights and privileges granted under such fran-
chises would be forfeited. The lapse of the franchises also
forfeits the subsidies voted in White and Newton Coun-
ties, amounting to about $100,000. [Nov. 27, '15.]

Henderson, Ky. — Drafting of a new franchise for the
Henderson Street Railway has been assigned to the railroad
committee of the Council. The present franchise will expire
in October. It is stated that several extensions of the sys-
tem will be a part of the price of a renewed francnise.

Morganfield, Ky. — The fiscal court of Union County has
issued a permit for the construction of a line between Mor-
ganfield and Uniontown, with franchise rights for fifty
years. S. B. Anderson, Memphis, Tenn., and G. L. Drury,
Morganfield, are interested. [Jan. 15, '16.]

Mt. Clemens, Mich. — The Detroit United Railway has
submitted to the Council a proposed new twenty-year fran-
chise. The company proposes to construct a new bridge at
Macomb Street and agrees to divide the expense of a new
bridge on South Gratiot Avenue, not to cost more than
$15,000. It also offers to double-track South Gratiot
Avenue.

Kansas City, Mo. — H. B. Pert, president of the Kansas
City & Tiffany Springs Railway, has asked the Public Serv-
ice Commission of Missouri for a certificate of convenience
and necessity to construct a line from the north end of Swift
Avenue, Kansas City, to Campbelltown, touching the main
line of the Quincy, Omaha & Kansas City Railway at Camp-
belltown. [Jan. 15, '16.]

Pittsburgh, Pa. — An application will be made to the
Public Service Commission of the Commonwealth of Penn-
sylvania by the Pittsburgh Railways for a certificate of
public convenience for the reconstruction of the bridge
over the tracks of the Western Pennsylvania Railroad
on Guyasuta Road in O'Hara Township, Allegheny County.
A public hearing on the application will be held at the
office of the commission in Harrisburg on Jan. 31.

Dallas, Tex.^The $10,000 deposited with the city of
Dallas by J. Mercer Carter and associates ten years ago
to guarantee the construction within a reasonable time of
interurban lines on which two franchises were granted,
has been declared forfeited because construction of the
lines has never been started. A third franchise which was
granted at the same time has since passed into the hands
of E. P. Turner, president of the Dallas Northwestern
Traction Company, and has been kept alive and a similar
deposit was therefore not forfeited.

Terrell, Tex. — Stone & Webster have requested the
Council to extend the time on its franchise until Dec. 31,
1916, in which to begin work on the proposed Dallas-
Terrell interurban line. This franchise expires on Feb. 1,
1916, unless extended or work is begun before that date.
The Council took the matter under advisement but de-
ferred taking action until a later date.

Ruston, Wash. — The Puget Sound Traction, Light &
Power Company has received a franchise from the Council
to construct electric transmission lines and to sell light and
power to Ruston.

Seattle, Wash. — The franchise committee of the Council
has denied the petition of the Puget Sound Traction, Light
& Power Company to be allowed to surrender its franchise
on Twenty-third Avenue from Louise to Jefferson Street,
Seattle.

TRACK AND ROADWAY

Phoenix Railway Company of Arizona, Phoenix, Ariz. —

This company has been granted eighteen months' time by
the State Corporation Commission in which to rebuild its
system.

San Diego (Cal.) Electric Railway. — Work will soon be
begun by this company on the construction of an extension
to La Playa, for which a franchise was granted a year ago.

Municipal Railways of San Francisco, San Francisco, Cal.

— Bids for the construction of the Church Street municipal
railway from Sixteenth to Eighteenth Streets and from
Twenty-second to Thirtieth Streets were opened by the
Board of Public Works on Jan. 17. The two lowest bids
received were F. R. Ritchie, $57,276, and Western Motor
Draying Company, $57,421.

Florida East Coast Railway, Jacksonville, Fla. — In addi-
tion to its regular steam service, this company has inaug-
urated an electric train service from Jacksonville to Pablo
Beach, Atlantic Beach and Mayport.

Washington & Lincolnton Railroad, Washington, Ga. — It

is reported that construction has been begun on this com-
pany's proposed line by the Morrow Construction Company
from Washington to Metasville, 10 miles. M. Mason, chief
engineer.

Aurora, Elgin & Chicago Railroad, Aurora, 111. — Negotia-
tions are pending for the purchase of the opera house block
in Aurora by this company. It is reported that $60,000
was offered by the company. It is said that improvements
in the waiting stations for the city lines and the third-rail
line, as well as added facilities for handling freight, will
follow the purchase of the property.

Joliet & Eastern Traction Company, Joliet, 111. — Plans
have been completed by this company to extend its line from
Joliet to Hammond, Ind.

Central Illinois Public Service Company, Mattoon, 111. —

Work will soon be begun by this company on the construc-
tion of an extension on Vendeveer Street, Taylorville.

Illinois Traction Company, Peoria, 111. — It is reported that
this company is considering the construction of an extension
from Springfield, 111., to Hannibal, Mo., and thence to Jeffer-
son City.

Rcckfcrd City Traction Company, Rockford, 111. — Among
the extensions contemplated by this company this year are a
line to the Scandinavian cemetery; one on Whitman Street
from Church Street to North Avenue and one on North
Avenue to Hoffman Boulevard.

Chicago, South Bend & Northern Indiana Traction Com-
pany, South Bend, Ind. — This company has presented a plan
to the St. Joseph county commissioners whereby the tracks
near Osceola may be removed somewhat south and the in-
terurban tracks be relaid directly parallel to the Lake Shore
& Michigan Southern Railroad tracks. In this manner only
one highway crossing between South Bend and Osceola
would be needed instead of two, as at present. The pro-
posed improvement will cost between $4,000 and $5,000.
It is also said that this company may secure from the New
York Central Railroad some land near Elkhart so that it
may enter that city on parallel tracks with the New York
Central Railroad.

Terre Haute, Indianapolis & Eastern Traction Company,
Terre Haute, Ind. — It is reported that this company contem-
plates extending its line to Milligan Park, Crawfordsville,
Ind.

Keokuk (la.) Electric Company. — Plans are being made
by this company to extend its line from Frankford to
Curryville, with possible extensions to Bowling Green on
the east and Centralia on the west.

Arkansas Valley Interurban Railway, Wichita, Kan. — No
new extensions are being planned by the Arkansas Valley
Interurban Railway during 1916, but the company plans
to improve its entire track and equipment. All worn track
will be replaced and the entire line from Wichita to Hutch-
inson will be ballasted with sand rock, the old wooden
bridges will be overhauled or replaced by concrete, the
terminal facilities at Wichita will be made larger and more
rolling stock purchased.

January 29, 1916]

ELECTRIC RAILWAY JOURNAL

239

Orleans-Kenner Electric Railway, New Orleans, La. —
This company plans to build a 1-mile extension to its lines.

Worcester (Mass.) Consolidated Street Railway.— Work
has been begun by this company installing its feed wires in
conduits on Main Street from Chandler Street to Lincoln
Square.

United Light & Railways Company, Grand Rapids, Mich.
—This company is preparing estimates of the cost of ex-
tensions planned during 1916.

Kansas City & Tiffany Springs Railway, Kansas City,
Mo. — A report from this company states that construction
will be begun about March 1 on its proposed line from
Kansas City to Tiffany Springs, 15 miles. Overhead trolley
will be used. No contracts are desired before March. H. G.
Pert, president. [Jan. 15, '16.]

Batavia (N. Y.J) Traction Company.— Stockholders in the
Batavia Traction Company at the annual meeting decided
not to project the line to Horseshoe Lake or any other
outlying part of Batavia during the present year, as had
been previously discussed.

Binghamton (N. Y.) Railway.— All of the material has
been purchased by this company for an extension of its line
on Conklin Avenue east from the present terminus for a
distance of 5700 ft. Construction was begun last fall, but
was discontinued on account of unfavorable weather
conditions.

New York Municipal Railway, Brooklyn, N. Y. — Bids
will be received by the Public Service Commission for
the First District of New York until Feb. 10 for the con-
struction of Section 2- A of Route 12- A, being a part of the
Broadway-Fourth Avenue subway in Brooklyn, known as
the Eastern Parkway subway. Work must be completed to
allow the operation of trains within twenty months from
the delivery of the contract, and a bond of $100,000 is re-
quired from the successful bidder.

Interborough Rapid Transit Company, New York City.—
The Public Service Commission for the First District of
New York has approved an agreement between the Inter-
borough Rapid Transit Company and the New York Central
Railroad for the joint use of the Putnam Division bridge
over the Harlem River at Eighth Avenue and 155th Street.
The approved agreement gives the Interborough Rapid
Transit Company the right to extend its Sixth and Ninth
Avenue elevated lines over the bridge and through 162d
Street to a connection with the Jerome Avenue branch of the
Lexington Avenue subway, the contract for which has also
been approved by the commission. The commission has au-
thorized the company to award construction contracts to the
lowest bidders upon certain Bronx lines, as follows: For the
Webster Avenue extension of the Third Avenue elevated
line, to M. J. Leahy, for $831,110.90; for the Eighth Avenue
and 162d Street connection, to the Battery Engineering &
Construction Company, for $336,784.50; for the West Farms
subway connection, to A. L. Guidone & Son, Inc., for $105,-
791.

Southeastern Ohio Railway, Zanesville, Ohio. — This com-
pany, which has been organized to take over the property
of the Southeastern Ohio Railway, Light & Power Com-
pany, is planning to construct various extensions.

Sapulpa & Oil Fields Railroad, Tulsa, Okla.— Construction
has been completed to Shamrock on this company's proposed
line from Dewey to Drumright. [Nov. 13, '16.]

Toronto, Ont. — The Etobicoke Township Council has de-
cided to submit the hydro-radial by-law to the electors on
Feb. 12. The municipality was prevented from taking a
vote on the question by an order of the court owing to an
error being discovered in the printing of the by-law.
Toronto Township will vote on the by-law on the same day.

Northern Cambria Street Railway, Patton, Pa. — Plans are
being made by this company to build an extension to
Hastings. Most of the necessary right-of-way has been
obtained, and it is expected that construction will be begun
in the spring.

Shippensburg, Newburg & Western Railway, Shippens-
burg, Pa. — It is reported that this company's proposed line
to connect Shippensburg, Middlespring, Newburg, McKen-
ney and Roxbury will be built in the near future. [April
10, '15.]

Three Rivers (Que.) Traction Company. — Operation has
recently been extended by this company from Three Rivers
to Baptist Island.

Cleburne (Tex.) Street Railway. — It is reported that plans
are being considered to improve the property of this com-
pany. The line has not been operated for more than a year
and has recently been purchased by F. C. Cotton and asso-
ciates of Denver. The company will be reorganized and
known as the Cleburne Traction Company.

San Antonio & Austin Interurban Railway, San Antonio,
Tex. — It is reported that this company will begin construc-
tion shortly on its proposed line to connect San Antonio and
Austin. V. P. Brown, San Antonio, president. [Nov. 6, '15.]

Temple & Marlin Interurban Railway, Temple, Tex. — It is
reported that all subscriptions for the preliminary work of
this company are paid, and a survey is now being made of
the proposed line. W. W. Turner, Marlin, secretary. [Dec.
4, '15.]

Tyler (Tex.) Traction Company. — It is reported that plans
are being considered to extend this company's lines. The
line was recently purchased by F. C. Cotton and associates
of Denver, Col.

Salt Lake & Utah Railroad, Salt Lake City, Utah.— Plans
are being considered by this company for the construction
of an extension of its lines from Springville to Mapleton
in the near future.

Charleston-Dunbar Traction Company, Charleston, W.
Va. — It is reported that plans have been made by this com-
pany to build a 20-mile extension in West Virginia.

Morgantown & Wheeling Railway, Morgantown, W. Va. —
Grading has been completed by this company for its line
from Price to Blacksville, and bridges have been delivered.
The date of letting the contract for laying and ballasting
tracks has not yet been decided upon.

SHOPS AND BUILDINGS

Pacific Electric Company, Los Angeles, Cal. — The city en-
gineer of Los Angeles has approved the plans of the over-
head structures and sheds which the Pacific Electric Com-
pany proposes to install over Los Angeles Street and at the
rear of the company's Sixth Street depot, in order to relieve
traffic congestion.

Illinois Traction System, Peoria, 111. — It is reported that
this company has purchased 60 acres of land on the Illinois
side of the Mississippi River, just opposite Hannibal, Mo.,
to be used for the location of interurban shops.

Bay State Street Railway, Boston, Mass. — Plans are being
made by this company to enlarge its freight house on Weir
Street, Taunton.

International Railway, Buffalo, N. Y. — An agreement has
been entered into between the International Railway and the
city authorities of Lockport whereby the company will con-
struct a new freight and passenger terminal in that city
providing the city withdraws its objections to the one-man
cars now being operated on the Lockport city lines. The
Councii has adopted a resolution directing the company to
place two men on the city cars. The company has enjoined
the city from enforcing the act and the appeal is pending in
the courts.

Interborough Rapid Transit Company, New York City. —

In connection with the joint use of the Putnam Division
bridge over the Harlem River by the New York Central
Railroad and the Interborough Rapid Transit Company, a
new station will be constructed by the New York Central
Railroad for the use of both companies at or near the east-
erly end of the bridge, which is to be the southerly terminus
of the New York Central Railroad, and ultimately the pres-
ent station at 155th Street, now used by the New York Cen-
tral Railroad, will be abandoned.

POWER HOUSES AND SUBSTATIONS

Nashville Railway & Light Company, Nashville, Tehn. —

This company plans to install a substation in the near future
between the West Nashville and the West End lines in order
to increase the efficiency of the railway and lighting lines.

Tyler (Tex.) Traction Company. — It is reported that this
company will install new machinery in its power plant.

240

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 5

Manufactures and Supplies

ROLLING STOCK

Central of Florida Railway, Daytona, Fla., will probably
purchase at least four new cars during 1916.

Gary, Hobart & Eastern Traction Company, Hobart, Ind.,

expects to purchase one combination car during 1916.

Moncton Tramways, Electric & Gas Company, Ltd.,
Moncton, N. B., will probably purchase four new cars during
1916.

Butte (Mont.) Electric Railway has ordered four large
open cars, seating ninety persons, 30-in. wheels, from the
Niles Car & Manufacturing Company.

Morris County Traction Company, Morristown, N. J., not-
ed in the Electric Railway Journal of Jan. 22 as consid-
ering the purchase of five new cars, has ordered this equip-
ment from the Cincinnati Car Company.

Public Service Railway, Newark, N. J., will commence
building at once fifty closed cars of the same type as the
sample car which was described in the Electric Railway
Journal of Jan. 15, 1916, and 127 open cars of the same
type as the twenty open cars built by this company during
the past year. The company is also in the market for
twenty interurban cars, which will be ordered from outside
car builders very shortly.

TRADE NOTES

Edison Storage Battery Company, Orange, N. J., has ap-
pointed Paul Sutcliffe as advertising manager. Mr. Sutcliffe
joined the Edison interests in 1912, but resigned at the end
of a year to become secretary of the W. S. Hill Advertising
Company, Pittsburgh, Pa. He has been in the advertising
department of the Edison Storage Battery Company for the
past year.

Q & C Company, New York, N. Y., announces that the
"magnetic" wig-wag crossing signal, owned by the Railway
Specialties Company, Los Angeles, Cal., is now, with the ex-
ception of California and Oregon, under the exclusive con-
trol of the Q & C Company, which will manufacture and sell
this device both for the United States and Canada. The de-
vice will hereafter be known as the Q & C magnetic wig-
wag.

Haskell & Barker Car Company, Michigan City, Ind., not-
ed in a previous issue as having elected Edward F. Corry as
president and general maanger, has also appointed the fol-
lowing officers: vice-presidents, C. A. Liddle and Arthur "Van
Brunt; treasurer, D. A. Crawford; secretary, A. J. McAllis-
ter. The main offices of the company will continue to be at
Michigan City, Ind., but a sales office will be opened in the
Railway Exchange, Chicago, on Feb. 1, and Messrs. Van
Brun and McAllister will have headquarters at 5 Nassau
Street, New York City.

ADVERTISING LITERATURE

Electrose Manufacturing Company, Brooklyn, N. Y., has

issued sheets describing its insulators suitable for 1000 to
1,000,000 volts.

Southern Pine Association, New Orleans, La., has issued
a number of bulletins outlining the various uses of and ad-
vantages derived from wood block for street pavement and
floors of factories, foundries, machine shops, mills, ware-
houses, platforms, bridges and loading docks. A catalog
is devoted specially to a discussion of the elimination of
noise by the wood-block pavement.

Goldschmidt Thermit Company, New York City, has
issued a large 1916 calendar containing a railroad map of
the United States. Illustrations on the sides of the calen-
dar show the various applications of this company's equip-
ment and processes, such as welding for rails and other
steel work and a rail grinding machine which can be easily
derailed in order not to obstruct traffic.

NEW PUBLICATION

The Preservation of Structural Timber. By Howard F.

Weiss. McGraw-Hill Book Company, Inc., New York.

312 pages. Cloth. $3.
As a source of reliable information of fundamental im-
portance concerning the preservation of structural timber,
this book will occupy an enviable position among civil
engineers, foresters, lumbermen, students and all those
interested in the subject. The various chapters treat first
of the importance of wood preservation as a means of
conserving timber supply, and then take up the factors
causing deterioration of structural timber and the effect of
preservatives on the wood. The preparation of timber for
preservative treatment, the various processes and the
various preservatives used for protecting wood from decay,
and the construction and operation of wood preserving
plants are treated both from a theoretical and practical
standpoint, based upon the investigations conducted by the
Forest Products Laboratory of the United States Forest
Service, of which Mr. Weiss is a director. The author also
discusses of the various methods employed in prolonging
the lives of cross-ties, poles and cross-arms, fence posts,
piling and boat timber, mine timber, paving blocks, shingles,
lumber and logs. Other chapters are devoted to the pro-
tection of timber from fire and from minor destructive
agents. The strength and electrolysis of treated timber and
the use of substitutes are also presented in an illuminating
manner. The different chapters are liberally illustrated to
show the various timber destructive agents and their effect
on treated and untreated timber. Various methods of
seasoning and treating structural timber are also illustrated,
as well as both the simple and more complicated equipment
necessary to facilitate timber treatment.

JUDGE KILLITTS ON THE TOLEDO FRANCHISE

In an address before the Commerce Club at Toledo, Ohio,
on Jan. 12, on the subject "The Responsibility of the Citi-
zen Under the New Charter," Federal Judge John M. Killits
declared that this charter safeguards the city against any
franchise that would be oppressive or unfair to the people.
The Judge said that the charter is to the city what the con-
stitution is to the State or the nation, but it goes into many
details peculiar to the city that are not touched upon by
the larger political divisions. It was designed for the man-
agement of the city's affairs on business principles and its
provisions are numerous to that end. In regard to the
authority of the city over street railway franchise matters,
through this charter, Judge Killits said:

"Under the charter no street car franchise oppressive
or unfair to the people of the city can be granted, and a
franchise may be drafted in a much shorter and much
simpler form than was possible a month ago. The city
is empowered to acquire by purchase, lease or construc-
tion any public utility and operate it.

"No franchise can be written to deprive the city from
subsequently regulating and revising rates of service, nor
from supervising its use and occupation of public places,
nor from requiring improvements and changes in appli-
ances, or changes in locations, manner or use of streets
and public places. The right to terminate a franchise at
any time is preserved and an ordinance cannot be written
so as to destroy the city's power to condemn the property.

"There are many other provisions which safeguard the
city and which become part of every ordinance granting a
franchise, and which cannot be avoided even by the approval
of the voters of a referred ordinance. The charter must
be amended first before its terms can be avoided. Great
care was exercised to secure to the people complete control
of these matters and to make hasty and improvident legis-
lation impossible."

On Jan. 1 the Citizens' Traction Company, Oil City, Pa.,
put into effect a new rate of increased wages, which places
the wages of first-year men at 22 cents an hour, second-year
men at 23 cents, third-year men at 24 cents, fourth-year
men at 25 cents, and fifth-year men at 26 cents. The in-
crease for first-year men is 2 cents an hour. For all of the
other men the increase is 1 cent an hour.

Published by the McGraw Publishing Company, Inc.
Consolidation of Street Railway Journal and Electric Railway Review

Vol. XL VII

NEW YORK SATURDAY, FEBRUARY 5, 1916

No. (i

ATTENDANCE AT The large attendance at the mid-
THE MID-YEAR year meeting at Chicago yester-
MEETING day ig prQof Qf the wisdom of its

selection for the winter meeting. First, it was some-
what of an experiment because it is the first mid-year
meeting to be held away from the Atlantic seaboard
and only the second mid-year meeting which has been
held away from New York. Undoubtedly the attractive
program in the way of papers arranged by the subjects
committee had much to do with the large attendance.
The topics chosen were very timely and were ably
treated in the papers presented. They held the undi-
vided attention of those present. Nevertheless, the rec-
ord-breaking attendance at both the meetings during
the day, and the total registration, showed that no mis-
take was made in the choice of Chicago. The banquet
in the evening was brilliant as usual, a condition which
was enhanced by the distinguished character of the
speakers.

CHANGES
IN THE

CONSTITUTION

The subject of greatest internal
interest in the affairs of the asso-
ciation discussed at the mid-year
meeting was, of course, that of the proposed changes in
the constitution admitting manufacturers, bankers, con-
sulting engineers, publishing houses and others inter-
ested in the electric railway business as full company
members of the association. This matter was not
reached until late Friday afternoon, but the vote of the
railway companies taken after the discussion showed
that the members were unanimous in approving the
plan. In this we believe the association acted wisely.
As Mr. Brady and General Harries explained, the
effect of the amendments adopted is simply to offer
the opportunity to any company or individual who is
interested in the policies and purposes of the association
to join its membership. The change will interfere in
no way with the present Manufacturers' Association,
and in our opinion it should not be allowed to do so as
long as the manufacturers want to retain their present
organization. The Manufacturers' Association has been
of great assistance to the industry in the past, but, as
we said last week, we are strongly convinced of the im-
portance of still greater co-operation between the man-
ufacturing and operating sides of electric railways, and
this the plan now adopted offers. The American Asso-
ciation is to be congratulated upon opening its doors
wider than they have been before. Membership in it
is a great honor and offers an opportunity which we
hope many will embrace, for co-operating in the larger
work to which the American Association had set its
hand.

COMPETITION Mr. Willcox's paper at the mid-

WITH OTHER year convention was a clear ex-

IN VESTMENTS ... „ . , ,

position of the present needs of

the electric railway industry, so far as the investor is
concerned. Legislatures, commissions and courts can
declare what they consider is a fair return on railway
investments, but no pronouncement by them on this
subject can compel anyone to invest money in railway
enterprises, no matter how important such may be to
the development of a community. There is certainly no
dearth of opportunities for good investments now.
Practically the entire world is asking the United States
to assist in the financing of industrial and railway un-
dertakings, and a number of foreign governments are
offering bonds in our markets at attractive rates of in-
terest. It is this condition which determines what is
a "fair rate of return," at least for new investments,
not what the legislatures, the commissions or the courts
think. As for the investor in existing properties, his
rate of return is indeed more subject to their control,
but, as Mr. Willcox says, the adoption of anything ex-
cept a liberal policy here would be less disastrous to the
investor than to the public. His loss would be limited
to the money which he had in the property, but in the
aggregate this would be small compared with that which
would be suffered by the community through stunted
growth, because if rapid transit brings growth, progress
and enhanced opportunity and values, the lack of it
certainly will obstruct and prevent them.

EXPORTS AND

GOVERNMENT

CO-OPERATION

The average American has little
knowledge about foreign trade,
or his interests heretofore have
been largely domestic, but the present world trade sit-
uation and the undeniable advantages of an expanding
foreign trade through its stabilizing influence on home
industry make it imperative that every citizen begin to
take a lively interest in this subject and use his influ-
ence to secure a proper treatment thereof. We wish
that every citizen would thoroughly acquaint himself
with the need for a successful development of our for-
eign trade, and to that end we can do no better than
to refer him to the proceedings of the foreign trade
convention held in New Orleans last week. The im-
portant point is that the government through its con-
sular and commercial attache services professes to and
indeed does aid in our foreign trade extension, but the
endeavors along this line are more than negatived by
the legal obstacles raised by Congress. Three agencies
we could make invaluable use of in expanding our for-
eign trade — American investment and banking in for-
eign lands, co-operation of American manufacturers and

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ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 6

a merchant marine — but in each case there is hampering
legislation. According to Chairman Davies, the Fed-
eral Trade Commission stands ready to aid in bettering
conditions along these lines, but we want to see on
the part of the whole government an active co-operation
with American export business. It is highly important
that all restrictive legislation be removed from our ex-
port field, and the country is waiting for deeds, not
words. The present administration, in now asking for
a halt in transportation legislation, seems to give hope
of other improvements, but it must do much more be-
fore we can be certain that the government's attitude of
hostility toward business in general has been trans-
muted into beneficent co-operation.

WHAT RAILWAY REGULATION NEEDS
Owing to the peculiar form of our government, with
its inherent state rights and its delegated federal
powers, the steam railroads have for some time been
compelled to obey the often conflicting mandates of the
Interstate Commerce Commission and all state com-
missions within whose jurisdictions they operate. In-
deed, although the dominance of the federal commis-
sion is clearly established for questions involving in-
terstate commerce, the powers of the state commissions
over intra-state matters have been so exercised along
selfish lines that the steam carriers have really been
burdened with the rule of forty-nine different masters.
The inefficiency and foolishness of such a regulatory
system seem now more widely recognized, and without
doubt the time is ripe for bringing about a physical
centralization of control over steam carriers in the
hands of a federal commission.

From our indorsement of this proposal made by
Senator Underwood at the mid-year meeting, however,
it must not be concluded that we favor the same form
of centralized control for the electric railways of the
country. The steam railroads are primarily constructed
for and used in interstate commerce and are so national
in scope that centralized federal control is the only
logical plan. On the other hand, electric railways as
a whole and other public utilities are so local in char-
acter that the limit of centralization of control in such
cases is the state commission instead of heterogeneous
municipal boards. Some electric railways cross state
lines, it is true, but this fact is a geographical inci-
dent that generally detracts nothing from the local char-
acter of such carriers. In all doubtful cases we believe
that state regulation should be given the preference,
and we thoroughly deprecate any attempt on the part
of the Interstate Commerce Commission to assume con-
trol over electric carriers on narrow technical grounds.

The electric railway industry, therefore, has no need
for a physical centralization of control, but one improve-
ment can be made in the regulatory practices of state
commissions governing such carriers. We refer to what
might be called a mental centralization — a close ad-
herence by all state commissioners to standard basic
principles of regulation. State commissions have been
too prone to keep their attention entirely on local prob-

lems or else to study general regulatory practices simply
to be able to exploit some different theory whose only
merit, if it can be called such, was its novelty. More
than enough regulatory theories and practices have now
been evolved, and commissions should begin to give up
their individual foibles and aid in the establishment of
a broad and unified basis of regulation that would em-
body the best regulatory practices of the different
states. There is danger, of course, that in the search
for basic principles the commissions might adopt con-
crete standards in such matters as safety regulations, '
electrical codes and the like so as to fit only condi-
tions surrounding the operation of large companies and
thus inflict inequitable regulations upon the smaller
utilities. If the program were worked out with calm
judgment, however, so as to treat all utilities with equal
fairness, much could be done toward unifying regula-
tory precepts and procedure. Fairness must be shown
in all things, if regulation is not to break down and
thus open the way for wholly undesirable government
ownership, which Senator Underwood rightly dis-
approves so strongly. . The public should, therefore, take
a vital interest in removing all handicaps and in sup-
porting utilities through a fair unified system of regu-
lation.

VALUATION OF UTILITIES

The problem of valuation is of paramount importance
in the electric railway field, at least on its non-technical
side, and it fully merits the attention paid to it at the
mid-year meeting in Chicago. The whole question, of
course, is so filled with perplexities and complicated by
a multitude of conflicting opinions as to what the law is,
or ought to be, that no definite solution can be expected
at one conference, but if the addresses and the accom-
panying discussion have clarified some of the main is-
sues involved, a notable advance has been made.

The main address, presented by Mr. Guernsey, was
a meritorious exposition of the general theory of valua-
tion and its application to rate-making. We agree with
Mr. Guernsey that the primary meaning of value is in-
trinsic worth as measured by exchangeability in open
market, but we feel that valuation is not a problem to
be restricted by definitions drawn from the immature
and changing science of economics. True, the Supreme
Court has created the term "fair value," but we believe
in passing over all abstractions as to the reconciliation
of this term with economic precepts, and in basing our
views upon what was really intended. The court was
simply trying to designate an amount upon which earn-
ings might fairly be allowed, just as it at other times
has set a fair basis for taxation or acquisition of prop-
erty. The fair amount in all these cases is made up
of many factors, whose varying importance and recogni-
tion cause the fair basis to increase or decrease in par-
ticular instances. In cases of property purchase or
condemnation, earning capacity and the franchise are
property rights that will be protected in the absence of
contractual prohibitions, while in capitalization cases
franchise allowances are restricted to actual payments

February 5, 1916]

ELECTRIC RAILWAY JOURNAL

243

therefor, and in rate-making cases the earning capacity
has often been considered of only collateral interest and
franchise rights have often been disregarded.

The point is that the determination of a fair basis
in utility valuation for various purposes has been a mat-
ter of considering all the relevant facts involved and*
bestowing upon each factor what was deemed to be its
proper degree of importance. It is true that no arti-
ficial formula can be made to govern valuation cases,
but it seems as if some advancement could be made
along the line of ascertaining what valuation factors
should receive primary attention in particular kinds of
cases. For instance, the Supreme Court has held that
in establishing a rate-making basis the original cost of
construction, the cost of permanent improvements, re-
production cost, market value of stocks and bonds, prob-
able earning capacity under particular rates prescribed
by statute, operating expenses and all other material
factors must be given such weight as may be just and
right. But is there any single factor in rate-making
cases that should by its very nature receive prime con-
sideration? The two great elements are original cost
and reproduction cost — which of these should predomi-
nate? The courts have held that where accurate evi-
dence of original cost is presented, it should not be
considered irrelevant in determining fair value, but
they have refrained from saying that reproduction cost
should receive major consideration, and they have not
said that the adoption of one or the other basis of
valuation by law would be unconstitutional.

We mention this situation simply because of the un-
certainty that it indicates in valuation work. The ques-
tion of a rate basis for the future has not been so diffi-
cult of solution, for it is generally admitted that the
real criterion should be the actual legitimate investment
honestly made. For the past, it has also been generally
admitted that equitable considerations should govern,
but in actual practice both the utilities and the public
have been fearful of the results if one definite basis
of valuation should be adopted. The utilities have
feared that the original-cost basis would presuppose an
admission of the agency theory, with its assumption of
control but lack of responsibility on the part of the
public, while the public too has opposed this basis be-
cause it was not prepared to deal fairly and liberally
with money invested pursuant to all past legal require-
ments. On the other hand, the utilities have sometimes
opposed the reproduction-cost basis because of the in-
ability of the public to recognize all the necessary de-
tails that are involved in utility development outside of
the mere up-building of the physical framework, while
the public has vociferously asserted that the utilities
favor this method only in order to take advantage of
unearned increments of value on their property.

Thus the whole situation has been complicated by sus-
picion and uncertainty, but the time is rapidly approach-
ing when a more definite understanding must be reached
if the industry is to continue its appeal to the investor
and the public is to receive the increased service that
the country's growth demands. We do not presume to
state conclusively whether original cost or reproduction

cost should be adopted in order to dissolve the present
uncertainty, although we believe that on account of the
many vicissitudes and changes of equipment in the elec-
tric railway field the original-cost basis is the better one
in general for recompensing the investor for his sacri-
fice. What we want, however, is a definite standard of
valuation one way or the other, so that investors will
know through the public treatment of utilities how to
judge them in the competitive field. A unification of
valuation terms, as Mr. Kealy suggests, would aid in
reaching a standard. And this standard may well be
liberal at the outset, for otherwise the public will suffer
more than the early investors.

THE RATE OF RETURN

Quite naturally the rate of return for electric rail-
ways was a subject for full discussion at Chicago, for
the granting of a proper return is as vital a matter
as the determination of a just valuation. All phases
of the subject were thoroughly reviewed, but we wish
to comment particularly on the future aspects of the
problem. As Mt. Mortimer pointed out, speculation
about the future rate of return needed to attract new
capital involves an inquiry into the magnitude of the
actual returns, their record of stability, the tendency
exhibited by them and the general hazards of the elec-
tric railway business.

Facts presented along these lines by Mr. McGrath and
other speakers clearly show the restraints upon the in-
vestment of new capital in electric railways. If the fu-
ture is to bring that development of the industry needed
for the public welfare, the investor must be reassured in
regard to the sanctity of private property and its right
to freedom from public attack and to the enjoyment of
a just and equitable return. What such a return will
be, numerically, we cannot say, but we do know that it
will not be that adjudged by the courts to be just out-
side the confiscatory minimum. What is a fair return
in any case is decided by the stability of the invest-
ment, the return yielded by other investments of a sim-
ilar character and the prevailing rate of interest. In
other words, the return must be determined with the
fact in mind that the capital which must be had can
be secured only in a competitive field where relative
stability of investment is of prime consideration.

Electric railways have a right to expect a rate of
return that, instead of being restricted as near the con-
fiscatory limit as possible, approaches the maximum
limit, or a return which under honest accounting and
management will attract the capital needed for the de-
velopment the public wants. If the public insists on a
low rate of return, this will have to be guaranteed by
the government if the hazard of the industry is to be
offset, but how much simpler it would be to allow a rate
of return commensurate with the risks involved and
the ends to be obtained. The investor has long been
sustained by his faith in a just attitude of government
toward utilities, but the country is sorely in need of a
faith in utilities that is based on constructive public
assistance rather than maintained in spite of incessant
public attacks and restrictions.

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ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 6

What the Electric Railway Wants

In His Address at the Mid-Year Banquet President
Henry Told of the Present Needs of the Electric
Railways and How All Can Be of Much Help in
Relieving the Existing Situation of Many of Its Burdens

By CHARLES L. HENRY

President American Electric Railway Association

PRESIDENT CHARLES L.
HENRY of the American Elec-
tric Railway Association was
the first speaker at the banquet on
Feb. 4 at the Congress Hotel. In
his opening remarks he referred to
previous mid-year meetings of the
association and gave a sketch of the
work accomplished by the associa-
tion during the past year. He then
said, in part:

The Status of Public Service
Regulation

"Our electric railway companies
occupy a peculiar and in some re-
spects a very difficult position. So
far as the ownership of the prop-
erties is concerned, they are private
companies in every sense of the
word, but so far as the management
and control of these properties are concerned, they are
subject to the regulations and control of public service
bodies. Congress through the Interstate Commerce
Commission, the State through the public service com-
mission, the city through its council, board of alder-
men and other governing bodies, all tell us what we can
and must do, and what we cannot and must not do.
We occupy this peculiar position because we are public
utilities — that is, we are companies serving the public
under and by virtue of grants of some kind or charac-
ter from the public authorities. We are, in fact, trans-
acting a public business, a business which the public,
through the State or the city might itself transact, but
which it has delegated to us because it has been demon-
strated that it can be and is more satisfactorily done by
private companies. The public, represented by the na-
tion, the State or the city, commissions the company
to operate its cars upon specified terms and conditions,
the company always being required, however, to pro-
vide all of the money necessary for construction and to
take all of the risks incident to the business.

"On account of the business being of a public charac-
ter, these public authorities referred to are vested with
the power of regulation so as to protect the interests of
the public in the operation of the railway property. The
company is not permitted to proceed independently
along lines it may decide upon, like any other business
organization, but must constantly listen to and heed the
regulations of the various governing bodies. They tell
us how many and what kind of cars we shall operate,
what signals we must install, what provision must be
made against accidents at grade crossings, what pro-
tection there must be against electrolysis, what portion
of the streets on which our tracks are located we must
pave and keep in repair, the speed at which we shall
operate our cars, the number of stops we must make,
the transfers we must give from line to line, the com-
pensation that must be arranged for between the com-

CHARLES L. HENRY

pany and its employees in case of in-
jury by accident; in short, to a very
large extent, they take from us the
right of determining how our busi-
ness shall be conducted and oft-
times put upon us the burden of
payment for things for which we are
very remotely, if at all, responsible.

"As in the beginning the public
in no way provides any of the capi-
tal necessary for the construction of
the electric railway property, so it
assumes no responsibility for the
financial results of the operation ot
the property, and even if regulations
prescribed by its governing bodies
cause loss to the company, the public
does not make good such loss. The
natural result of this peculiar rela-
tion which we occupy to the public
is that the companies are sometimes
very seriously embarrassed in the management of their
property. It not unfrequently happens that by reason
of burdens in the way of taxes, street improvements,
additional service, the making of unreasonable regula-
tions regarding transfers and otherwise, it is made
impossible for a company to earn enough to pay operat-
ing expenses, including these burdens, and have any-
thing left to pay a reasonable income upon the capital
invested. In other words, the persons who have fur-
nished the money to build the property and thus make
it possible for the people to enjoy its benefits and ad-
vantages are compelled to go without any compensation
or pay for the use of the money thus provided. It is
plain to see that if such a condition is brought about in
even a few cases, holders of money for investment be-
come frightened and afraid to invest in such property
further, and then the public also suffers, because, with-
out sufficient capital, electric railway properties, like
any other business, cannot be properly maintained or
operated, the necessary improvements and additions
cannot be made, and the public then cannot have the
transportation facilities which it ought to have.

"If public supervision is intelligently and properly
exercised, then instead of public supervision being an
injury either to the company or to the public, it should
be of very great benefit to the company and of very
much greater benefit to the public — though I feel com-
pelled to say that so far as my observation has gone,
supervision of such a character is, up to date, largely
theoretical and not often manifest in actual practice.
It is entirely proper that the public should have an
oversight of the construction of electric railway prop-
erties to the end that they be constructed and equipped
so as to give the best results in their proposed service
for the public. It is also entirely proper that the public
should have a supervising hand in the operation of
these properties so that the purpose for which they are
constructed and being operated shall be fully and satis-

February 5, 1916]

ELECTRIC RAILWAY JOURNAL

245

factorily met. The great difficulty, however, especially
during such times as we have been passing through
for the last few years, has been the disposition largely
dominating the public mind, on the one hand, unjustly
to criticise and find fault and, on the other hand, to
call for additional service and the placing of additional
burdens on the railway company. These calls and addi-
tional burdens are very frequently imposed without any
careful or comprehensive consideration of the question,
and quite generally without regard to the financial
effect upon the electric railway company, and, there-
fore, upon the service it is called upon to render the
public.

Burdensome Conditions

"On account of this condition of the public mind,
many things have been required of electric railway
companies without any semblance of justice, and ap-
parently without any reason except that the public has
the power to require it. Take as an illustration the re-
quirement frequently — yes, generally — made of electric
railway companies, to pave and keep in repair certain
portions of the street along which the railway is op-
erated. This is a requirement not at all in the interest
of the public, but solely in the interest of the abutting
property owners. If the street railway were not there,
the abutting property owners would pay for the im-
provement of the street but, as there is a street rail-
way along the street, the company owning it is com-
pelled to pave and keep in repair a large portion of the
street and in some cases the entire street. The idea
first originated in connection with the horse-car lines
when, indeed, they occupied and used the street in such
a way as to injure it and, therefore, made frequent re-
pairs necessary, thus furnishing some reason for the
practice. But it is otherwise with electric cars. They
touch no part of the street except the rails. They
carry no dirt upon the street. They do not wear it out
and, in fact, furnish a way many times for other ve-
hicles, especially after snow storms, when otherwise
they could not go up and down the street.

"Within the last two years a peculiarly fine illustra-
tion has been given of the fallacies of the claim that
street railway companies should be required to pave
and keep in repair the streets on which their tracks
are located. All of a sudden jitney buses came into
use. This system of freebooter transportation sprang
up in the various communities, and the principal rea-
sons why it was thought to be profitable were that these
bandits could pick out and follow the short routes and
use without any charge the pavements which the street
railways had built. What could be more unjust or un-
fair? How long do you suppose such a condition would
have been allowed to continue if the city itself had owned
and was itself operating the street railway lines?
Every dollar that the street railway company is com-
pelled to pay in the improvement of streets unjustly
adds just one dollar to the cost of transportation; that
is, the man who rides upon the cars must pay his part
of that dollar for the improvement of the street which
should be paid for by the owner of the abutting property.

"Take another illustration. It quite generally hap-
pens that there is a tendency to require the street rail-
way companies to give, without additional compensa-
tion, numerous transfers from cars of one line to cars
of other lines, thereby increasing the length of ride
which a passenger may take for the original and only
fare paid by him. This has been carried, I understand,
in the city of Chicago to such an extent that a passen-
ger may actually ride 30 miles for a 5-cent fare. No
one will pretend for a moment that 5 cents is a reason-
able or proper fare for such a ride, and it necessarily
follows that the man who receives such a ride for 5

cents is riding part of the way at the expense of other
patrons of the company. Without being dishonest to those
holding the company's obligations, one man cannot ride
for less than his ride is worth unless another man pays
more than his ride is worth. The company cannot in
fair honesty to all pay — in fact, donate — the expense
of street improvements properly chargeable to abutting
property owners, nor can it carry a passenger a longer
ride than he pays the value of, without those who ride
upon the cars contributing just that much to the
finances of the company.

"The spirit of unfairness in the public mind, to which
I have referred, is also strongly manifest in another
department. An idea seems to have grown up in most
communities that an electric street railway is a natural
and proper prey for any and all kinds of demands,
whether just or unjust, and this manifests itself in
connection with damage claims as much as in any other
way. People will make claims against an electric rail-
way company wholly without any foundation or right
when they would not think of doing so against an in-
dividual or a mercantile concern. When it comes to
questions regarding accident claims, there seems to be
a very great dearth of any sense of honesty or integrity
on the part of claimants and their friends. They are
wholly unable to see that the company should not be
responsible for what the claimant himself is to blame,
and they shut their eyes entirely to all the fair and
equitable requirements which rest upon a claimant in
connection with these matters.

Is There a Public Civic Conscience?

"It would be easy for us to spend hours going over
the various things illustrative of the public mind which
I have mentioned and after we have spent much time
on them we are led to ask ourselves the question: 'Is
there indeed any public civic conscience?' It seems
sometimes that there is not, but, upon further reflec-
tion, we will, I think, conclude that there is a civic
conscience, but that apparent self-interest blinds and
smothers it so that in time it becomes and is wholly
inactive.

"It needs no extended argument to show that we
must fear for the future of electric railway companies
unless this condition of the public mind and this in-
clination on the part of the public can be changed from
what it now is.

"We have a right to expect from people who have
been advanced to public office that they will be fair-
minded and give such questions a full examination re-
sulting in a course of action that will be right as be-
tween all concerned, and quite usually this is the case.
We must not, however, be surprised, with the public
mind as it is, that sometimes persons occupying these
official positions — legislative, judicial and executive,
whether national or state or city — still act along the
lines of such public opinions. They are only a part of
the general public and when for a time, whether short
or long, they, coming out of the masses, are intrusted
with public authority, sometimes do not rise to a full
realization of their duties but continue to reflect in their
public acts the principles which actuate the public mind.
Some candidates in their campaigns discuss and promise
things which they think will make them the most popu-
lar with their constituents, and when elected they feel
called upon to carry out the things which they have
advocated in their campaign speeches.

It follows then beyond question that the public at
large needs to be educated along right lines on all
questions involving civic conduct and on all questions
concerning which the public has to deal with electric
railway companies. If this can be brought about, then

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ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 6

the future prosperity of electric railway properties is
assured.

A Way in Which All Can Assist

"I take it, therefore, that the most important thing
to which electric railway people can devote themselves
is the education of the public mind upon these ques-
tions, and right here is where every person interested
in the industry can assist. The electric railways of the
country employ more than a quarter of a million of
people in their maintenance and operation. Add to
these those who are members of their families or de-
pendent upon them for support and we have a vast
army of people interested in the business and financial
success of the electric railway properties. These peo-
ple constitute a large and respectable portion of the
various communities, and if they will thoroughly ad-
vise themselves regarding all questions of importance
in connection with the building, financing and opera-
tion of their roads and during their idle as well as
their working hours will keep these questions in mind,
they will become an intelligent and influential body of
instructors upon these questions, and their influence
will soon manifest itself. The manufacturers, with
their vast army of salesmen and other employees, can
also greatly aid in this work which so badly needs to
be done.

"However, we cannot hope to influence the people
unless they are at least in a friendly state of mind.
If they are irritated and angry at things that have oc-
curred on our lines or in connection with our business
they will not be found ready to receive any explanation
of the affairs of the company. They must first be
gotten in a good humor with us. We must, as far as
possible, try to explain satisfactorily any thing that
has aggrieved them, and in doing this it will be proper
and advisable to show the difficulties of the situation
and why the company should not be censured. More-
over, the manner in which we perform our duties will
have much to do with the influence which we have upon
the thoughts of those about us. The conduct of em-
ployees is to most people the one thing which deter-
mines their view of the company. Courteous conduct
on the part of trainmen, agents and other employees
of the company who come directly in contact with the
public will go very far toward disarming the publfc of
prejudicial feeling against electric railway companies,
and this same kind of conduct on the part of the presi-
dent and the general manager and their hundreds of
assistants will add materially toward winning the con-
test in which we are engaged. We must have the pub-
lic friendly to us.

"By what I have said, I do not mean that we should
concede unjust or unlawful things in order to placate
any of the public, for I believe that the man or com-
pany who stands squarely by what is right in demand-
ing what is due him stands better before the public
than he who cringingly concedes what is unjustly de-
manded for fear of making enemies. Nevertheless, it
is so easy to be wrong and unfair in our own view that
it is quite a dangerous thing to act upon the theory
that we are entirely right and others entirely wrong.
Usually there is at least an element of right on the
other side, and even when we cannot see any, it is al-
ways better to pour oil on the wound and be sure not
to add any additional irritant.

What the Railways Want

"What is it we want to teach the public? What
change is it we want made in the public mind? In the
first place, we want them fully to appreciate, feel and
know that we are really their agents transacting their
business for them, doing for them what they have dele-

gated to us, because, as stated, it has been demon-
strated that private companies can and do operate elec-
tric railway properties more satisfactorily and more to
the interest of the public than this public could itself
operate them. We want them to understand that while
thus acting as their agents we are entitled as such to
just and fair consideration and treatment, and that if
we are not accorded this we cannot on our part prop-
erly perform our part of the compact. Instead of the
public being required to advance the money necessary
for building these railways, we have taken that burden
and risk upon ourselves. We have induced people to
invest in and become holders of our bonds and capital
stock — this was the only way we could raise the money
to build the properties — -and now we cannot pay the
interest and dividends which this money thus invested
entitles them to unless we can receive for the services
we perform fair and proper pay and compensation. If
the public owned and operated the railways themselves,
they would surely insist upon and see that every one
who patronized the cars paid what the service rendered
was worth. Why should we then as the agents of the
public not be accorded the same treatment? Again, if
the companies are required to do and pay for things
they should not do and pay for, just to that extent
they are deprived of ability to meet their obligations
for operating expenses, taxes, interest and dividends.

"Exactly the same would be true with the public if it
owned and operated the railways. Would the public, if
it owned and operated the electric railways, consent, as
a charge against these properties, to improve streets
for the benefit of abutting property owners, pay dam-
age claims that were unjust or submit to the payment
of anything that was not equitably and properly a
charge against the railway properties themselves
or the operation thereof? In brief, what we
want the public to learn and act upon is that when a
demand is made of any of our companies it should be
answered the same as if the public itself owned and
operated the properties which we own and operate. Let
the acid test be applied, namely, that we should have
for our services the same compensation the public
would demand, that we should have the same rights and
privileges guaranteed to us which the public would de-
mand and that we, as the agents of the public, should be
oppressed with no burdens that the public would not
allow the same properties to be oppressed with if it
owned and were itself operating them.

"Of course, all this that I have said is on the assump-
tion that the railway companies on their part strive to
their utmost to give the public the best service possible,
for, after all, this is the foundation and the only
foundation upon which we are permitted to rest our
demands of the public.

"If all of us interested in the industry strive to carry
out the principles and do the educational work which I
have indicated here to-night, it will not be many years,
or even months, before a different feeling on the part
of the public toward the electric railway companies will
be apparent. Then it will not be possible for anyone
successfully to make demands upon us for unjust
claims, nor will unjust burdens be laid upon our shoul-
ders, but we should secure proper and satisfactory com-
pensation for the service which we render to our
patrons.

"In my opinion, the public will be fair and just when
it understands the questions it is to act upon. Some
people may not be able to lay aside their prejudice and
selfish interest, but the large body of the public will be
inclined to do what is fair and will want to see justice
done between the companies and the individuals con-
stituting the general public."

February 5, 1916]

ELECTRIC RAILWAY JOURNAL

247

Railways and Government Regulation

Speaker Points Out Difficulties of Regulation and Reasons for
Lessened Borrowing Power of Railroads — Rates Must Be
Increased — Regulation Problem Must Be Solved Along Line
of Private Ownership and Centralized ^Government Control

By OSCAR W. UNDERWOOD

United States Senator from Alabama

NO more important question now
pending before the American
people waits proper solution
than the settlement along just and
economic lines of the vexed problems
of transportation. The President of
the United States in his recent mes-
sage to Congress recommended that
a commission be appointed to give a
thorough investigation to all the
problems that confront us in this
field. As I understand the purpose
of this investigation, it is not to hold
an inquest on what has happened in
the past. If errors have been com-
mitted or injuries have been done,
that is a question for the courts and
not a question of legislation. The
real purpose to be accomplished by
the investigation is to give an oppor-
tunity for all concerned — the farmer,
the merchant, those directly engaged in transportation,
the Interstate Commerce Commission and the railroad
managers — to appear before a committee of Congress
and state their views in reference to the solution of this
great problem to guide our legislative course.

You may ask me, why the need of an investigation at
all? There may be those present who believe that the
transportation companies of the United States are en-
gaged in private business and that they should not be
interfered with by government regulation. To them I
can only say that the transportation of the commerce of
this country by the carriers is so closely allied to the
healthy growth and the economic business development
of the nation that its regulation was inevitable from
the beginning. If we are unable successfully and fairly
to regulate the transportation systems of America, the
country will demand that we go forward, and the next
step ahead is the government ownership of the railroad
lines. A step in that direction would be most unfor-
tunate, and it would lead to many evils that we dream
not of to-day. To avoid these, we must work out a
satisfactory system of government regulation, both for
those engaged in the shipment of freights and those
who have their money invested in the means of trans-
portation— and this as soon as possible.

Difficulty of Regulation in United States

In almost all countries the railroad question is one of
first importance. In other countries the problem has not
been so difficult of solution as in our own, owing pri-
marily to two causes. Our large population and vast
natural resources located far inland and at great dis-
tances from water transportation makes railroad car-
riage indispensable, and industrial freedom could be
guaranteed only by just regulation. The most serious
difficulty that has in the past prevented the solution of

OSCAR W. UNDERWOOD

•Abstract of an address delivered at the mid-year meeting of
the American Electric Railway Association on Feb. 4.

the problem here and is not met
abroad, is a political one. Our sys-
tem of government, under which the
states possess certain inherent gov-
ernmental rights and the federal
government the great powers that
were delegated to it in the beginning
by the states, increases the difficul-
ties and uncertainties that surround
the problem before us.

It has been said that "No man can
serve two masters," and under the
regulation of to-day the transporta-
tion companies of America must
obey the mandate of the federal
government and at the same time the
orders of each state through which
the railroad line makes its way. All
of the important railroad lines run
through two or more states and are
subject to different laws and regu-
lations whenever a train crosses a state line. Go into
the baggage car of an express train leaving Chicago
and you will find a package that will reach its destina-
tion within Illinois resting against a parcel whose des-
tination is beyond the state line. Consider for a mo-
ment that the one package is subject to the rule of one
master and the other must obey the mandate of at least
three masters. The courts have held that under the
protection of the federal constitution the right of the
railroads to charge rates that will produce a reasonable
income on invested capital must be held inviolable, but
how can we successfully determine what is a reasonable
charge to be allowed for invested capital when we leave
the determination to three or more sovereignties, each
acting in its individual sphere?

Lessened Borrowing Power of Railroads

Low rates and adequate facilities are demanded by
the public, but the granting of one is often the denial
of the other. Adequate facilities very often require the
expenditure of large sums of money, but low rates pre-
vent the accumulation of surplus capital and lessen the
borrowing power of the roads. Without new railroad
facilities commerce cannot be expanded beyond the pres-
ent limitation and trade has met a permanent barrier
to its future development.

Two decades ago the great trunk lines of the country
were able to borrow in this country and abroad the
money necessary to increase their facilities at 4 and 4V2
per cent interest. Railroad bonds were considered by the
investing public a first-class investment. How is it
to-day? It is often with great difficulty that the best
transportation systems in the United States are able to
renew their old loans or place new ones. Practically
none of these loans can now be placed at 4 per cent in-
terest. A large majority of the bonds or notes sold in
the last year earn above 5V2 per cent interest and some
are placed at rates as high as 7 and lx/% per cent. What

248

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 6

is the effect of this condition on the shipping public?
It must be borne in mind that of every $1 that is
earned by the transportation companies of America, 88
cents must go to pay wages, up-keep and operating ex-
penses, and only 12 cents goes to the capital account. It
must also be borne in mind that there is no speculative
enhancement in the value of the railroads that can be
converted in the coffers of the company because the
property of the railroad is needed for its operation,
and when the lines are once built the operation must
continue in the interest of the public, and whatever
their relative value may be does not affect the earning
capacity of the company.

The sole source of revenue for the maintenance, de-
velopment and expansion of railroad systems must come
from the men who ride on the trains as passengers and
from the men who ship their goods over the railroad
lines. If the interest rates are increased, the transpor-
tation companies must pay. In the end, however, they
must get the money to meet the increases either by the
reduction of wages, curtailment of facilities or an addi-
tional charge on passenger and shippers of freight.

From a practical point of view, the last alternative is
the one that must be adopted. When a transportation
company twenty years ago placed its bonds at 4 per
cent interest and renews them to-day at 6 per cent, so
far as the public is concerned it is identically the same
as if the company had increased its bonded indebtedness
by one-half at the old rate of interest. And yet the pub-
lic derives no benefit whatever from the increased
charge. It is, therefore, necessary in the interest of
the public even more so than in the interest of invested
capital, that the credit of the transportation companies
should be so good that they can secure the capital for
their present maintenance and their future development
at the lowest possible charge.

Why Status of Railroad Securities Has Changed

There may be many reasons to account for the
changed status of railroad securities as investments in
recent years. You may say that it is due to adverse
legislation that has alarmed the investing public.
Whether the legislation has been unwise and ill-con-
sidered, or whether it has been just and fair, there can
be no question that the investing public has become
alarmed as to the solvency of railroad securities. It is
also true that recent legislation of Congress exempting
state and municipal bonds from national taxation has
invited capital into that field of investment. Again, it
is true that the past generation regarded industrial se-
curities as a more or less speculative investment, but
the development of the great industries of to-day along
safe and conservative lines has opened a field for the
use of capital at higher rates of interest than the trans-
portation companies of America can afford to pay, be-
cause there is no governmental limitation on the profits
that can be made in industry and there is a hard and
fast limitation, fixed by law, on the earning capacity
of railroad securities.

Moreover, the opening of new fields for investment
has taken away from the transportation lines much of
'the market they enjoyed for their securities in the
past. The rates of taxation have increased in every
state. Wages have gone up. The cost of equipment and
supplies has greatly increased. If it had not been
for economic management, many of the railroads that
are running to-day would have been forced into the
hands of receivers.

In short, the transportation companies of America
have been unable to earn sufficient capital to enable
them to meet operating expenses and interest charges
and accumulate a surplus with which to provide for bet-

terments and improved and safer facilities, and their
credit has been so seriously disturbed that they are
unable to borrow money for the new improvements at
reasonable rates of interest. In fact, it can be said
without expectation of contradiction that taken as a
whole the transportation system of the United States,
as far as performing its proper functions in the trans-
portation of freight to the ultimate markets and the
carriage of passengers to their destination with safety
and economy, is breaking down.

How the Problem Should Be Solved

What then must we do to restore confidence in the
minds of the investing public as to railroad securities,
to insure rapid transportation of passengers and freight
at reasonable rates, and to provide for the safety of
transportation and the increased facilities that are nec-
essary to transport the growing business of the nation?
These results cannot be accomplished by moving back-
ward or divorcing the transportation system from gov-
ernment control.

In my judgment, we must find the golden mean. We
must solve the problem along lines of private ownership
and government regulation. We must consider the wis-
dom of substituting one master for the forty-nine mas-
ters that regulate commerce to-day. We must consider
the wisdom of government supervision over the issuance
of all transportation securities with the assurance to the
public that new capital will be invested to secure proper
facilities and used for legitimate purposes — not for
speculation. We must assure the public that we stand
for a system of regulation which will allow the trans-
portation companies to charge such rates for carriage
as will enable them promptly to meet their interest pay-
ments as well as their operating expenses. We must
perfect a system of regulation that will recognjze that
the transportation lines are great public highways in
which the people are as much interested as those who
have invested their capital in them, that every shipper
in America must have equal rights in the transporta-
tion of his goods along those highways, and that rebates
and discriminations of all kinds must be of the past and
prohibited in the future. Furthermore, we must recog-
nize that the man who is willing to invest his money
at a moderate rate of interest in railroad securities is
not exploiting the public but is a public benefactor.

In my opinion an adequate transportation system
means :

1. Roadbeds must be made more secure and more per-
manent.

2. Trackage must be enormously increased and many
roads double tracked.

3. Safe equipment must be sufficient to satisfy re-
quirements at any and all times.

4. Terminal facilities must be greatly improved and
largely increased.

Stated briefly, then, the question is whether the Amer-
ican people are willing to put up with an unsafe, in-
ferior and inadequate transportation system or have
the intelligence to pay for one that will supply their
needs and protect the lives of the people. The main
trouble with the regulation of railways is that corporate
law has been destructive, not constructive, has been
piecemeal, not comprehensive.

To solve these problems, it is proposed that a com-
mittee of Congress shall give a thorough and complete
hearing to all who desire to present their views. Let
us hope that the result of the investigation will be pro-
ductive of wise legislation — legislation that will build
up and not destroy — legislation that will be helpful and
not hurtful — legislation that will bring lasting and com-
plete prosperity to the people of America.

February 5, 1916]

ELECTRIC RAILWAY JOURNAL

249

Principles of Railway Valuation

What Value Consists of, How It Should Be Ascertained
and What Use Should Be Made of It — General Discussion
of Relevant Facts to Be Considered in Valuation Work,
with Particular Exposition of Reproduction Cost Theory

By NATHANIEL T. GUERNSEY

General Counsel American Telephone & Telegraph Company

EMINENT engineers have con-
tended that value should be de-
termined by cost, or fixed by the
cost of reproduction, with or without
the deduction of depreciation, or that
it should be something ascertained by
capitalizing earnings. Each conten-
tion is an attempt by a forced
definition of the word value, to work
out the result which the facts under
consideration seem to demand as
just; and so we have a cost value, a
reproduction value, an investment
value, a rate-making value, a taxable
value, the adjective in every instance
being in effect a confession that what
is under consideration is not value,
or fair present value, but some-
thing which the adjective distin-
guishes from it.

Value, when applied to the prop-
erty of public utilities, means what it means when
applied, under like conditions, to any other class of
property. It is what the property is worth. It is,
adopting the language of the dictionary, the "price equal
to the intrinsic worth of the thing," its "real equiva-
lent." Just as soon as it is conceded, for the purpose of
working out an equitable result in one case, that value
may be construed to mean something other than value,
the door has been opened for construing value to mean
something other than value in order to work out an in-
equitable result in any case. It will not serve the inter-
ests of either the utilities or the public (which, in the
final analysis, are not antagonistic), to attempt to solve
any of the questions that are presented by juggling with
the meaning of words, or by giving them an arbitrary
definition. Any inequalities in the law may be more
surely and promptly corrected by facing them squarely.

How Is Value to Be Ascertained?

The value of any public utility at any particular time
is a fact which must be deduced from the application of
trained, intelligent, honest judgment to a great many
other facts. The Supreme Court said in the Minnesota
rate cases (230 U. S. 434) that the ascertainment of
value is not a matter of formulas, but there must be a
reasonable judgment properly considering all relevant
facts.

The knowledge which will enable one to distinguish
the relevant from the irrelevant facts and to assign to
each relevant fact its proper weight is something that
cannot be attained without experience. The fact that
value is the result of trained judgment should tend to
restrict the field, if not to entirely eliminate the class, of
so-called experts, who are not experts at all but who are

N. T. GUERNSEY

•Abstract of an address delivered at the mid-year meeting- of
the American Electric Railway Association on Feb. 4. Discussion
on this address by George Weston and P. J. Kealy appear later in
this issue.

mere theorists, and who are danger-
ous because of their eagerness to ap-
ply to the property of others their
theories, honest but absolutely un-
supported by the results of practical
experience, and therefore untrust-
worthy.

Relevant Facts to Be Considered

The fact that value is something
to be determined by the application
of reasonable judgment to all of the
relevant facts, leads naturally to tlie
inquiry, What are the relevant fac-
tors bearing upon the value of a,n
electric railway or of any other pub-
lic utility? As long ago as 1898, in
the case of Smyth vs. Ames (169 U.
S. 466-546) the Supreme Court
called attention to the more impor-
tant of these factors as follows:
"'And in order to ascertain that value, the original
cost of construction, the amount expended in permanent
improvements, the amount and market value of its
bonds and stock, the present as compared with the
original cost of construction, the probable earning
capacity of the property under particular rates pres-
cribed by statute, and the sum required to meet oper-
ating expenses, are all matters for consideration, and
are to be given such weight as may be just and right in
each case. We do not say that there may not be other
matters to be regarded in estimating the value of the
property."

This statement, which has been referred to with ap-
proval in practically every subsequent ease involving a
like question, specifies as important factors the orig-
inal cost of the property, the cost of its reproduction,
its capitalization and its revenue. It clearly leaves the
door open for the consideration of every other material
factor.

It is probable that no person could enumerate all of
the factors which should be taken into account, or
which are in fact actually taken into account, in a proper
determination of the value of any public utility, because
it is improbable that any person of trained judgment,
even though exercising that judgment soundly along
correct lines, would be able to specify every factor which
consciously or unconsciously had affected his conclusion.
Consistently with this fact, and probably because of
this fact, the courts, while specifying certain factors as
pertinent and entitled to consideration, have never
attempted to specify all of the material factors and
have been careful not to exclude from consideration
anything which may actually affect the value of the
property in question. The cases decided by the courts
overwhelmingly negative the proposition that any single
thing or any single factor can of itself be a measure of
value, doing this sometimes by direct statement and
more often inferentially but not less certainly.

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ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 6

Just as there is no formula through the application of
which value may be ascertained, there can be no formula
which will determine the relative weight which the
various factors affecting value should have in any par-
ticular case. The weight to which they are entitled is
to be determined by the facts and circumstances of the
particular inquiry. This is very aptly illustrated by
evidence as to cost. Such evidence is competent under
the authorities. This is settled beyond room for con-
troversy. But the weight to which this evidence of
cost is entitled, and it may vary from nothing to almost
controlling importance, depends upon the circumstances
of the case.

Many valuers, who have never made the analysis of
the situation which leads to the formulation of this
rule, have recognized its soundness through their prac-
tical application of it in their own work. Original costs,
where a long period of time has elapsed and where the
conditions when the costs were incurred vary radically
from the conditions which exist at the time of the valua-
tion, can have but very little, if any, appreciable weight
in determining the question. Recent costs, incurred in
the immediate past, where there has been no such varia-
tion of conditions, are accepted as most persuasive
evidence of what present costs would be, while for the
item of work under construction, the actual expendi-
tures, where known, are usually adopted. Cost, while
not a measure of value, is a legitimate and valuable
factor in arriving at value, if it be intelligently and
properly applied.

Capitalization is another material fact, whose weight
depends wholly upon the surrounding circumstances.
Securities recently issued for cash are entitled to and
receive serious consideration. Securities issued long
ago, under circumstances that may not be now ascer-
tained with definiteness or certainty, are entitled to and
in fact receive much less consideration.

The facts as to net revenue are without exception held
to be material, and they are in fact material, notwith-
standing the interdependence between earnings and
rates. What conclusively establishes their materiality
is not the unanimous holding of the courts, but the fact
that this holding accords with the experience of every
person who has ever tried to buy or sell a public utility.

The courts through their decisions cannot make a
factor material which is not in fact material, nor do
they attempt to do this. What they attempt to do is
simply to declare the principles which have been de-
veloped out of innumerable business transactions.

Reproduction Cost

The other factor specifically mentioned in Smyth vs.
Ames is what is now usually called the cost of repro-
duction. Practice has properly recognized this as, under
normal conditions, the most important single factor
affecting the determination of the value of a public
utility. In a nutshell, the reproduction method is
nothing more than a refinement and application of the
rule of common experience which has taught everyone
who wishes to buy something to test the reasonableness
of the price by what it would cost him to obtain the
same thing either by constructing it himself or by
procuring it from another source.

The estimated cost of reproduction should be the esti-
mated cost of reproducing a duplicate of the going
plant, not the cost of reproducing something that it is
believed would be a satisfactory equivalent. What is
to be ascertained is the value of the existing plant, not
the value of some other plant which it is expected (but
not all expectations are realized) would perform the
same functions or accomplish the same results. To the
extent that the hypothetical plant departs from the

existing plant, there is injected an element of uncer-
tainty which tends to impair the accuracy of the esti-
mated cost of reproduction. In cases where the existing
plant contains elements which obviously would not be
incorporated in a new plant intended to perform the
same service, the valuer will do just exactly what the
prospective purchaser would do under like circumstan-
ces, that is, he will take these factors into account in
determining the weight which the estimated cost of re-
production shall have in connection with his ultimate
conclusion as to value.

The proper application of the reproduction theory
calls for the exercise not only of judgment and technical
training of the highest order, but of imagination as
well. The value of the conclusions reached is affected
not only by the accuracy of cost estimates, such as unit
prices and allowances for what are usually designated
as overhead items, but, underlying and to a certain
extent controlling these things, by an accurate concep-
tion of just what the process of reproduction involves.
It must include in connection with the hypothetical plant
every step which would be involved in the reproduction
of the existing plant, because each one of these steps
involves the expenditure of money, and even with the
greatest care in this connection it is almost certain that
there will be omissions. It is not probable that the
valuer will erroneously include matters which are not
incidental to the reproduction of the property, but it is
almost inevitable that he will be unable to anticipate
everything, and that there will therefore be some
omissions.

Because it is necessary to include all factors to make
the work of the valuer as accurate as possible, he
must put himself in the position of a person about to
reproduce the utility in question, and as a preliminary
matter must attempt to reproduce in his mind every
step which would be taken, from the inception of the
idea to the completion of the plant in its present con-
dition, including such attributes of the property as its
business and earning power.

In making an estimate of this kind some of the steps
which would naturally be taken are the following :

a — The conception of the idea and the consideration
of it.

b — The discussion of it with other persons whom it
might be necessary to interest in the project.

c — The employment of engineers to estimate in a very
rough way the amount of capital which it might be
necessary to acquire.

d — The consideration of this report and the deter-
mination whether the project seemed practicable and
to promise a profit.

e— The employment of counsel and securing of advice
in a preliminary way upon franchise and organization
questions.

f — The preparation of a franchise by counsel, negotia-
tions between counsel and the municipality with refer-
ence to the adoption of the franchise, and the time and
effort which would be required to secure its adoption.

g — The organization of a corporation to take over the
franchise and construct the plant.

h — The preliminary survey of the territory with a
view to laying out the plant, determining the location
of the necessary real estate for works and things of
that kind.

i — The optioning and acquisition of the necessary
real estate.

j — The preparation of definite engineering and archi-
tects' plans which could be made the basis of definite
contracts for material and construction of such parts
of the work as would be contracted.

k — The creation of a definite preliminary organization

February 5, 1916]

ELECTRIC RAILWAY JOURNAL

251

which would take charge of the doing of the actual
work of construction, the securing of the necessary
capital and its disbursement, and the creation of an
operating organization which probably would be created
gradually, contemporaneously with the work of con-
struction.

1 — The actual work of construction.

m — In connection with the work of construction, the
building up of the business and operating force and
business organization.

In connection with the consideration of these various
steps the valuer will determine the time which will
probably be required for the work. In determining
this, he will be governed by the point of view of the
prospective purchaser, who may elect to either buy or
build. This purchaser would take the period which, all
things being considered, would in his judgment be
most economical.

This general outline is sufficient to make it clear that
the proper application of the reproduction method in-
volves much more than a mere listing of the physical
property and the application to the quantities thus ob-
tained of unit prices. This is an important part of the
process, but it is by no means all of it, and any prac-
tice which is based upon the erroneous assumption that
this listing of the physical property and application of
unit prices is the entire process, must inevitably lead to
conclusions grossly unfair to the utilities.

The accuracy of the estimate must depend to a con-
siderable degree upon an accurate inventory of the
property which goes to make up the utility. Such an
inventory, however carefully taken, will involve more
or less in the way of omissions. These will be com-
paratively unimportant. Something of much greater
importance is the fact that the inventory of a com-
pleted property cannot, in the very nature of things,
show the temporary work incident to its construction.

This is very strikingly illustrated by the subway con-
struction which is now under way in the city of New
York. The cost of the temporary surface for the street
and of restoring the permanent surface, the cost of the
temporary sidewalks and of restoring the sidewalks,
the cost of the temporary elevated railroad structure
and of its permanent supports, the cost of the temporary
facilities for the water, gas, telephone, telegraph and
lighting properties, and of providing for them per-
manently, are all of them, with perhaps some minor
deductions, a part of the cost of the subway, and yet
they are each of them items that any inventory which
may be taken in the future will fail to disclose. Factors
of this nature are involved in every estimate of the
reproduction cost of a utility.

Date of Valuation

The date as of which the valuation should be made is
a question which has furnished a subject for consider-
able theoretical discussion. There is an answer to the
question which is as sound as it is simple. Like many
other questions relating to this matter, it can be solved
best by putting one's self in the position of the pros-
pective purchaser who is invoking the estimate of the
cost of reproduction to check the price, and asking what
he would do. With a prospective purchaser, this is not
a merely theoretical matter. It is a concrete, practical
matter. The alternative that is presented to him is
either the purchase of the actual property or the con-
struction of a like property, and the course which he will
pursue is determined by the question of cost. It is
perfectly clear that he cannot, having this question
presented to him, put himself back three or four or
five years and begin the construction then. He must
construct in the future. For this reason, the repro-

duction theory, properly applied, requires that the build-
ing of the hypothetical plant shall be, after the date of
the valuation, and not prior to that d^te.

Overhead Charges and Unit Prices

There are certain other items of expense which are
just as inevitably a part of the cost of the structure,
which cannot be definitely ascribed to the specific items
which go to make up the structure. These are illus-
trated by the cost of engineering and the interest during
construction, contingencies, omissions, taxes, insurance,
personal injuries and many other items of a like general
character. These overhead items, together with the
results deduced from the application of the unit costs,
will give what is frequently, but not strictly accurately,
called the cost of reproducing the physical property.

The unit prices and the overhead estimates are inter-
dependent. Perhaps the best and most usual practice
is to include in the unit prices all items going to the
cost of the labor and material, including the wages of
the foreman superintending the labor, incurred up to
the time that the material is put in place in the struc-
ture. But there are wide differences in the practices of
valuers upon this question, and there is undoubtedly a
middle ground which includes a number of debatable
items which may with propriety be classified either
with the unit costs or with the overhead allowances.
The essential thing is that there be the proper co-ordi-
nation of these two classes of items, so that taken to-
gether they will properly provide for each item of
expense which reproduction would involve.

Unit prices are not to be determined by the market
price upon the date as of which the valuation is to be
made, or upon any other particular day. During the
period of reconstruction, the prospective purchaser has
every reason to believe that there will be variations in
the prices of labor and material. In determining
whether or not he shall buy or build, he will take this
factor into account. He will consider all of the avail-
able information as to prices of both labor and material,
and all of the other facts which will help him reach a
conclusion as to what the probable tendency will be
during the period of construction, and thus make esti-
mates which in his judgment will cover insurance
against this uncertainty.

A determination of what the proper overhead charges
shall be is peculiarly a matter for trained judgment.
No allowance should be made for any item on account of
which actual expense will not be incurred, and on the
other hand, no item of necessary expense should be
excluded. Where there is uncertainty, it must be taken
care of because this again is something which has been
paid for in the completed plant. Items such as taxes,
personal injuries, insurance and the like, can in general
be estimated very accurately by those who have the
advantage of large experience in connection with works
of the same character.

Franchises and Going Value

Franchises should be considered, if franchises are
necessary to the operation of the utility. Not much
progress has been made toward working out a basis for
definitely approximating their value. It cannot be said,
however, that they are not worth at least what it would
cost to obtain other like franchises, nor can it be said
that such other like franchises could be obtained without
the expenditure of money, and the time and effort that
represent money.

Going value is the element which represents the dif-
ference between the actual value of property and what
the value of the same property would be if it were not a
going concern with an established business, earning

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ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 6

money. No argument is necessary to support the propo-
sition that a plant with this attribute of an established
business is worth more than the mere bare bones of the
same plant, and if this element of value clearly exists,
it is clear that it must be taken into account. It is an
error to think of going value as something separate
and apart from the physical property. It is in fact
something that cannot be separated from it, but is one
of its attributes.

How this element of value should b.3 measured is an-
other question. The Wisconsin theory, the theory based
upon early losses, and the cost of reproducing this at-
tribute of the plant, are theories which have been
strongly advocated. It should be clearly borne in mind
that each of these theories is intended to serve the same
purpose, viz., to aid in correctly appraising this element
of value. Some of these methods are fundamentally
based on cost, some of them upon the cost of reproduc-
tion ; some may give better results in some instances,
others in others. None of them can be taken as an
absolute measure. Each of them at its best is simply
an aid to the exercise of reasonable judgment. If the
proposition is correct that a plant with this attribute
■ is worth more than a plant without it, and this con-
tention has the sanction of common experience every
where, some means will be devised for giving to this
element of value the weight to which it is entitled.

Depreciation

Without reference to the question whether in estab-
lishing a schedule of rates the cost of reproducing the
property, undiminished by depreciation, should be taken
as the factor, it is clear that in ascertaining the actual
value of property such depreciation as actually exists
must be taken into account. The reasons which require
the consideration of appreciation likewise require the
consideration of depreciation. The reproduction method
applied to any property automatically takes into account
appreciation and depreciation to a large extent. If it
did not, the result should coincide with original cost.

Where, as in all of these cases, the effort is to ascer-
tain the value of a single entity as a going concern, the
mere fact that all parts of it are not new — the mere
fact that through the maintenance and reserve accounts
provision must be made for continuous renewals — is not
enough to warrant the inference that there has been
any lessening in the value of the property in question.
On the other hand, it is a matter of common knowledge
that no new railway is worth as much as the same line
after it has been seasoned by time and use. It is not
an exaggeration to say that any public utility, well and
efficiently maintained and operated, is perhaps without
exception not only worth as much, but worth more than
an absolutely new like plant.

Another thing that should be given strong emphasis
is the fundamental error in the assumption that the
amount which may be at any time in the depreciation
reserve measures the actual depreciation of the property.
There is absolutely no warrant for such an assumption.
If a prosperous property has piled up a reserve equal
to 100 per cent, this certainly does not mean that the
entire value of the property has been destroyed; and
on the other hand, the fact that a property has no
reserve is not a demonstration that it has not depre-
ciated. Unless this be true, depreciation would be a
mere matter of accounting, and it would be easy to pre-
vent it by carrying no reserves upon the books. It is
a question of fact, only ascertainable through an actual
inspection of the property by some one whose training
and experience has qualified him to draw sound con-
clusions.

It is difficult to imagine any public utility, reason-

ably well engineered, located in a community sufficiently
developed to need such a utility, as worth less than' it
would cost to reproduce it. If the existing utility were
destroyed, a substitute would have to be provided. It
could not be said that this substitute would be worth
less than its cost, and its cost would be equivalent to
the cost of the reproduction of the existing utility. But
there are other factors which the estimator must take
into account. Important among these are the financial
history of the plant, the probable development of the
community in which the plant is located, whether the
plant is thoroughly well engineered with reference to
both the present and the future, as well as many other
facts which will vary with the conditions that surround
specific utilities.

What Use Should Be Made of Value

It is a mistake to assume that, value having been
fixed, and fair return having been fixed by the deter-
mination of a rate simply high enough to avoid the
charge of confiscation, what should be the net proceeds
from a reasonable rate schedule can be ascertained by
multiplying these two factors together. This accords
neither with the law nor with sound business sense and
policy. Instead of determining what would be a reason-
able schedule of rates, this process simply fixes the line
that limits the jurisdiction of the regulating body
below which it cannot go. It, in a broad sense, repre-
sents the cost of the service. There is another factor
that is of just as much importance in determining what
is a reasonable rate — that is, the value of the service of
the consumer. Between the cost as a minimum and the
value as a maximum lies the field for regulation.

The matter has never been more aptly put than by
Justice Swayze,* from whose opinion the following ex-
cerpt is made:

"The next question is whether the rate fixed was
just and reasonable. On the one hand, a just and
reasonable rate can never exceed, perhaps can rarely
equal, the value of the service to the consumer. On
the other hand, it can never be made by compulsion of
public authority so low as to amount to confiscation.
A just and reasonable rate must ordinarily fall some-
where between these two extremes, so as to allow both
sides to profit by the conduct of the business and the
improvements of methods and increase of efficiency.
Justice to the consumer, ordinarily, would require a rate
somewhat less than the full value of the service to him;
and justice to the company would, ordinarly, require a
rate above the point at which it would become con-
fiscatory."

In the determination of this question between these
two extremes, the regulatory body should consider what
any business man would consider if a like question were
presented to him. Some of the factors which would
normally and naturally be taken into account are the
value of the property, the cost of reproducing it new, the
cost of rendering the service, the value of the service
to the consumer, the financial history of the property
and whether its profits have been large or small. Much
of the difficulty that has arisen in connection with these
matters has been due to the misapprehension that value
when ascertained should exclude from consideration
many of these other material factors.

The valuation of any public utility, whether it be
made by the utility or by a regulatory body, should be
treated as a broad question to be determined justly and
fairly, not to be controlled by mere theories and tech-
nicalities, except in so far as their use will tend to an
equitable and just conclusion.

*Public Service Gas Company vs. Board of Public Utility Com-
missioners et ah. Supreme Court of New Jersey, decided July, 1913.

February 5, 1916]

ELECTRIC RAILWAY JOURNAL

253

Rate of Return on Railway Capital

Factors to Be Considered in Speculating as to Future Rate
of Return Needed to Attract Capital — Causes Contributing
to Lack of Railway Stability — How to Reduce Future Rate
by Automatic Regulation of Revenues and Expenses

By J. D. MORTIMER

President North American Company

INVESTIGATIONS in the cost
of electric railway service show
that after operating expenses, re-
turn on capital is one of the principal
elements affecting cost. The aggre-
gate return on capital is the annual
income available to pay interest on
bonds and other evidences of indebt-
edness and dividends on share capi-
tal. The rate of return results from
the association of the aggregate an-
nual return and the amount of capi-
tal. With a given aggregate return,
the rate of return will vary inversely
with the amount of capital. The
determination of the actual rate of
return requires a definition of the
method of measuring capital, thus
naturally leading to the subject of
valuation, which is discussed by
other speakers.

Taking things that are as they are, our greatest in-
terest lies in speculation as to the future rate of return
necessary to continue to attract capital into the electric
railway business. Money for the extension of electric
railways comes from those having money to invest. It
may come from the sale of bonds or from subscriptions
to stock, or both. The sale of such securities brings
the electric railway into competition with all other
classes of investment in the market for capital. Capi-
tal will flow into those investments where the certainty
of a given rate of return is greatest. It will shun haz-
ardous investments unless the promised rewards are
great in the event of success.

Speculation on the future rate of return necessary to
procure electric railway capital results then in an in-
quiry with respect to the magnitude of actual returns,
their stability as evidenced by the past, the tendencies
of the future and the hazards of the business. These
are all matters of importance in measuring the needed
rate of return for new capital. The problem is made
more difficult by the fact that the electric railway busi-
ness has been shown to be one of decreasing returns.
The return on the initial capital is in most cases less
to-day than it was five or ten years ago, or when it was
originally invested. This condition has resulted from
a number of causes, the principal among which are the
increase in operating expenses and the decreases in gross
earnings. The rate of return on new capital must then
be so large as not only to provide an adequate return
on the new capital but also to offset the decrease in
return on older capital arising from the causes men-
tioned. These facts have tended to limit the investment
of new capital in the electric railway business, and it is
difficult, if not impossible, to determine the rate of
return which investors will demand in the future.
Hence, in discussing the future rate of return for

J. D. MORTIMER

♦Abstract of an address delivered at the mid-year meeting- of
the American Electric Railway Association on Feb. 4.

the traction industry, one finds him-
self forced to consider it from the
standpoint of relative hazard and
stability when compared with other
businesses competing for the free
capital of investors. F. W. Doolittle,
in his book on "Studies in the Cost
of Urban Transportation Service,"
gives a table showing the returns
in a group of thirty-six industrial
concerns. The rate of return on cap-
ital varies from 3.89 per cent to
112.9 per cent, with an average of
19.3 per cent. There are only nine
concerns out of the group for which
the annual rate of return is less than
8 per cent. The table shows twenty-
three out of the group, or 64 per
cent of the total, for which the return
was 9 per cent or more. These fig-
ures indicate the nature of some of
the competition in investments which the electric rail-
way industry must meet.

Of the hazards in the business, or causes contributing
to the lack of stability in rate of return, the principal
ones may be briefly classified as follows:

1. Variation in gross earnings arising from:

a — Variation in earnings, resulting from variation
in business conditions.

b — Competition, arising from other forms of trans-
portation.

2. Small rate of growth of revenues.

3. Increase in operating expenses, caused by:

a — General rise in level of wages and cost of ma-
terials.

b — Higher service standards.
c — Increase in taxes.
Non-productive investments, such as :
Paving within track zone.
b — Placing wires underground.
c — Grade crossing separations.
d — Abandonment of existing lines before the use-
ful life of property has expired.

5. Contingent costs, arising out of improvement in
return circuits.

6. Uncertainties of valuation, arising from the lack
of agreement in respect to fundamental principles of
measuring utility capital, and the uncertainties as to
the final disposition of electric railway utilities in the
social scheme.

These causes of lack of stability and return are fre-
quently accentuated by attacks or agitation on the part
of municipal officials. Sometimes these attacks are de-
veloped in order to raise an issue, while often they arise
from some fancied defect in service which the agitation
is designed to correct. They are never made with the
full knowledge of the financial aspects of the business.
These attacks in almost every case cause more per-
manent harm than they do temporary good. They cause

4.

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ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 6

the railway business to be regarded by investors as an
extremely hazardous venture, and one that is subject
to hostile attack. The investor measures the hazard
by the frequency and the extent of the fluctuations in
the actual rate of return, the danger of confiscation of
all or a portion of the investment, and the nature, fre-
quency and extent of hostile attacks by public officials.

Reducing the Needed Rate of Return

The rate of return necessary to attract capital into
the business under the conditions that exist for most
electric railways, may be reduced by contractual guar-
antees made by the municipalities. These guarantees
may eliminate the hazard or reduce it to a very small
quantity. Where a municipality provides in a fran-
chise for rates of fare which increase automatically
with decreasing gross revenue or increasing expenses

and conversely, so as to provide a constant rate of re-
turn, and at the same time protects the company against
loss upon the termination of the franchise, the return
necessary to attract capital may approach the legal rate
of interest.

In general a more universal recognition on the part
of the public, that electric railways are far from the
bonanzas that their promoters believed them to be, is
essential to the procuring of substantial justice in the
treatment by the public and in the regulation of rail-
ways by regulating commissions. Moreover, a frank
acknowledgment on the part of electric railway owners
and operators, of the hazards of the business and of the
conditions necessary to insure its future expansion, is
necessary before the industry can expect either to see
a revival in the business or to receive that fair treat-
ment which justice and equity demand.

Uncertainty of Utility Valuation

Hesitation of Investors Toward Public Utility Securities Is
Caused by Uncertainty About Valuation Results — Valuations
Will Decline in Favor, but as Long as Used Should Be Con-
ducted Fairly and Liberally — Investors Have Faith in Future

By T. S. WILLIAMS

President Brooklyn Rapid Transit Company

ONE factor in ascertaining the
measure of return from public
utilities is the margin of re-
ceipts over expenditures, and the
other is the value of the property
upon which such return shall be
computed. Obviously the operation
is a failure from an investment
point of view if the net returns,
after setting aside adequate reserve
funds, are not sufficient to pay a fair
rate of interest upon — what?
Cost? Yes, if the original and
added properties remain substan-
tially unimpaired, and the securities
representing cost continue to be held
by the original owners. In the case
of reorganized properties, however,
where by reason of past failures se-
curities representing costs have been
scaled down, then the financial test
of success is the ability to earn fair interest upon the
diminished — not original — cost. And, on the other
hand, in the case of properties not reorganized but suc-
cessful, where, as the prices of the securities represent-
ing actual costs have risen and new investors have come
into ownership at the enhanced prices representing ap-
preciation in earning capacity and in physical property,
the operation is a failure if the return is not suffi-
cient to serve as a reasonable return not upon original
cost but upon present value. Please bear in mind that
I am speaking now of securities and their prices repre-
senting real values — whether original cost or present
cost of reproduction — not fictitious values.

Now, the investment point of view should be largely
the economic and the public point of view. As long as
public utilities are furnished by private capital neither
equity nor the self-interest of communities justifies any
less favorable attitude. Otherwise such investments

WILLIAMS

♦Abstract of an address delivered at the mid-year meeting of
the American Electric Railway Association on Feb. 4.

will diminish or cease, and the con-
veniences will be curtailed or with-
held, unless furnished by the uncer-
tain resort to general taxation. No
injuries from excessive rates have
ever been shown which outweigh the
injuries from crippled transportation.
And crippled transportation is no
longer a threatened evil. It is al-
ready existent and the results are
apparent. It is a stupendous fact,
as pointed out recently by the Rail-
way Age Gazette, that, in spite of
the increase in population and the
country's marvelous expansion in
practically every line of industry,
the mileage of new railroad con-
structed in the United States in 1915
was less than in any year within the
last sixty-six, with the exception of
three years during the civil war, and
that in Dec. 31, 1915, 38,661 miles of railroad were in
the hands of receivers, and more than $1,500,000,000 of
railroad bonds issued by such railroads were in default
or in jeopardy of default.

Purposes of Valuation

Valuation of public utilities has three principal pur-
poses— as a basis for issuance of stocks and bonds, as a
basis of rate-making or as a basis for acquisition by
purchase or condemnation. Logically, the general stand-
ards of valuation for any of the three purposes should
be the same, although equitable considerations in-
fluencing the amount allowed may be stronger in deter-
mination for one purpose than for another and, in addi-
tion, the elements entering into the aggregate of values
will, of course, differ. For instance, in purchase and
condemnation the earning capacity and the franchise
are property rights which, in the absence of contractual
reservations to the contrary, the courts will protect as
an element of value, but in authorizations of capital

February 5, 1916]

ELECTRIC RAILWAY JOURNAL

255

issues the franchise is now generally excluded by law
beyond a limited amount, and in valuations for rate-
making both earning capacity and franchise are usually
disregarded. And, again, in rate-making, values may
exist which are not reflected in any capital issues, rep-
resenting property paid for out of other funds than the
proceeds of such issues, or representing appreciated
property.

But it is an uncontrovertible assumption that, as a
matter of square-dealing, when stocks and bonds have
been issued pursuant to public authority upon actual
values, nothing less than the par of such capital issues
should be regarded as the amount upon which a proper
return should be allowed in rate-making, even though
this rule be not applied to valuation for acquisition.
And it is, furthermore, a reasonable assumption of jus-
tice, even if not so uncontrovertible, that where, as
often in the past, bonds and stocks have been issued
pursuant to legal requirements, with or without official
investigation, in excess of actual values, they should
be duly respected in the fixing of rates, even though
the authorized rate of return on the securities repre-
senting such excessive values may properly be less than
in the case of capital issues at actual values. Official
recognition of these assumptions of fundamental jus-
tice would eliminate much fear among holders, or pros-
pective holders, of such investments.

Investors Feel Uncertain About
Valuation Results

The hesitating attitude of investors toward public
utility securities evidenced in recent years has been
due not merely to the imposition of restrictive and
sometimes retaliatory legislation affecting return in the
shape of interest or dividend, but to doubt as to the
integrity of the investment itself, owing to the uncer-
tainty of valuation as a basis for any of the three pur-
poses mentioned, and to fear that the power of valua-
tion for rate purposes may be used to depreciate the
value of property for governmental acquisition. Official
valuations of such properties are, like some modern
diseases, a comparatively recent development. They
have naturally followed the transfer by legislatures to
commissions of broad powers of regulation, supervision
and rate-making. The commissions, as a rule, are not
composed of men of special knowledge, and, skeptical
of suggestions from practical and experienced persons
and inclined to be demagogic, they have surrounded
themselves with inexperienced helpers and advisers
schooled in the atmosphere of theory, often hostile to
property rights, and always keen for retention of
salaries by display of activities which only make unnec-
essary labor and trouble for their superiors. Out of
this situation have naturally come confusion of
thought, wide divergences of official action, the inflic-
tion of injustice, the sacrifice of savings and the con-
sequent unsettlement of security prices.

Valuations Will Decline in Popularity

Valuation of great enterprises like railroads, light-
ing properties and telephone companies, involves so
many factors, requires such expert service, costs so
much money, upsets so much confidence and yields so
small a measure of benefit to the public, that it should
be employed in rate-making only under exceptional
cases of apparent injustice. The universal official re-
sort to it will accomplish more public harm than good.
If the power of valuation is exercised unjustly to re-
duce rates, it will drive capital out of such investments
and the chief sufferers will be those to whom facilities
or enlargement of facilities are thereby denied. If
exercised justly it will in many cases necessitate an in-

crease in rates, to the possible disadvantage of the
public. Even any uniform application of what would
theoretically be considered a just rule of valuation will
in its effect upon competing public carriers often put
one or the other out of business, and the possibilities of
other chaotic complications are unlimited. A few more
years of experience in valuations are likely to diminish
their present popularity.

Valuations Must Be Based on Fair-Dealing
and Liberality

If valuations are to be for a time fashionable, how-
ever, it is vitally essential that the principles under-
lying and governing them should be such as will insure
substantial justice to investors and subserve a sound
public policy. To-day there is no general concurrence
of opinion upon either the theory or the method of val-
uation. It is not merely a mathematical question or
an economic question. Too much is at stake in the
direct and indirect results to limit investigation and
conclusion to any such narrow bounds. No fixed statis-
tical rule can apply justly to all cases. The widespread
discussions which have followed the act of Congress
directing a valuation of interstate railroad properties
show how divergent intelligent opinion is upon this
subject. Even the economists are beginning to see that
the problem is not an easy one and cannot be solved
by the application of mere theory. And among the
operators of and the investors in public utilities there
are also differences of opinion. But we can all agree
on this at least, that behind all official investigation
of values must be the desire for fair-dealing — fair-
dealing to the investor, to the operator and to the pub-
lic— and on this, also, that a liberal attitude in the de-
termination of values is likely to be a very vital in-
fluence toward the people's comfort and prosperity.

Values Should Not Be Held Close to
non-confiscatory limit

I wish to emphasize in this connection what is some-
times overlooked, that this matter of valuation, whether
for rate-making, for capital issues or for acquisition,
involves not merely such values as will be upheld by
the courts as within the bounds of law. The courts
are called upon to pass upon more limited questions
than the utility commissions and the legislative bodies.
To the courts, upon review of administrative valua-
tions or rates based thereon, are presented as a rule
the questions of contractual rights or confiscation of
property. May the Lord have mercy on our people if
administrative or legislative bodies confine their con-
clusions to merely what will pass this legal test! From
those public servants we expect not merely what is
legal, but what is reasonable encouragement to a nec-
essary industry and to the broadest welfare of the pub-
lic. If the rate of return on public utilities is limited
to 5 or 6 per cent upon even a fair valuation, then in-
vestments in such enterprises will have to be guaran-
teed by government or money for them will not be
forthcoming, in view of all the attendant risks of such
business. On the other hand, a generous return, com-
mensurate with that from private industries, will be
productive of general good in stimulating the supply
and the character of public utility service.

Appeal of Utility Securities to Investors

Probably the greater part of the savings of the pub-
lic is invested to-day, directly or indirectly, in the se-
curities of public utility corporations. This would, per-
haps, not be true if the government's attitude toward
such corporations had always been such as it has been
during recent years. From force of habit, or from

256

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 6

hope of a changed attitude, this tendency to investment
is still great though diminished. Yet this anomalous
situation prevails — that a man may put his money into
any private business of manufacture, merchandise,
mines or finance, and rest assured that there is no lim-
itation upon possible profits except those which are im-
posed by the natural laws of trade, economic and indus-
trial conditions, or poor management. But if he puts
his money into public utility stock he does it to-day
without any assurance whatever, except that inspired
by the hope of good faith, that no matter how much the
corporation earns he can be allowed to receive only
such a rate of return as the courts may declare is not
confiscatory, on a valuation of property which the courts
may approve. And if he takes the more conservative
course and puts his money into a public utility bond
bearing a fixed rate of interest, he has no substantial
assurance that the government will let him receive
the interest or get his money back at maturity of the
bond. Why does he do it? My supposition is that he
does it because, in the first place, with due allowance
for all the failures of public utility enterprises, their
shares have in the past offered a fair speculative oppor-
tunity and their bonds a reasonably safe investment ;

in the second place, unlike most private (even though
corporate) concerns, the public utility corporations fur-
nish complete reports of their operations; and in the
third place, and most important, the average investor
has not yet lost faith in the attitude of the government
toward public utilities, and believes that it will treat
them and him justly and fairly.

This faith, then, is our chief reliance — the great safe-
guard of the savings of millions of our people, the hope
of our industry, and the promise of that extension and
development of transportation facilities of which our
country is sorely in need. Is it a misplaced faith? I
think not. But to justify it the people must be in-
formed, investors must be aroused and public servants
must do their duty with intelligence, fairness and fear-
lessness. And we as operators, as responsible directors
of such wide-reaching undertakings, as guardians of
these savings, have the primary duty of winning public
confidence by strict adherence to high standards of
business ethics, and by such capable management as is
possible with the facilities which conditions permit us
to supply. With such public confidence behind us we
need not fear the political crippling or destruction of
our properties.

Return on Massachusetts Investment

The Writer Shows How Under the Massachusetts System
of Regulation Investment has Increased but Rate of
Return has Decreased — Rate Must Not Be so Low as to Be
Confiscatory but Must Be High Enough to Attract Capital

By D. J. McGRATH

Research Division Electrical Engineering Department, Massachusetts Institute of Technology

SOME time ago a member of one
of the best-known corporations
promoting and managing public
utility enterprises placed the follow-
ing proposition before the research
division of the electrical engineering
department of the Massachusetts In-
stitute of Technology. He said:
"There seems to be something the
matter with the street railway in-
dustry in many parts of this coun-
try. A number of companies are ap-
parently unable to pay their way
under present conditions, while
others seem to be quite prosperous.
Nearly all, both the bankrupt and the
prosperous, have the standard 5-cent
rate of fare for carrying passengers,
yet in only a few cases does the total
revenue received seem to be reason-
ably proportionate to the necessary
and proper expenses. The general public has many
criticisms to offer concerning our rates and our serv-
ice, but it has little or no conception of the relative
magnitude of the expenses which make up the total
service cost. As you can approach this problem free
from the preconceived ideas and possible bias which
we who are so closely connected with it may have, will
you not study the question in a scientific and analytical
manner, and present your findings and conclusions to
the public and the railways alike?"

This research has been undertaken, much statistical

D. J. MCGRATH

♦Abstract of an address delivered at the mid-vear meeting of
the American Electric Railway Association on Feb. 4.

material has been accumulated and
a fund of general information has
been obtained. Many companies in
the eastern and middle western parts
of the country have been visited and
inspected. Their officials have been
interviewed. The reports of many
public service commissions and local
regulatory bodies have been studied,
and members of the staff of these
commissions and other bodies have
been consulted. At present, we are
slowly digesting and filling out all
this material, and hope in the not
too distant future to be able to make
public some useful data and fairly
definite conclusions on the street
railway fare question.

Very early in our work we began
to appreciate the fact that one of the
most important factors in our
problem was perhaps the most difficult one upon which
to secure any really definite information. I refer to
that factor which you will recognize under the various
titles of the cost of, the investment in or "fair" value
of the property required for providing transportation
service. Correlated with this factor is the less elusive
but still perplexing problem of the "fair" or "reason-
able" return on that cost, investment or value.

We could not indiscriminately accept the gross capi-
talization of any and every street railway as a fair
criterion of the real cost of the property required to
give the service. Whatever may be the reasons, good,
bad or indifferent, justifying past issues of stock

February 5, 1916]

ELECTRIC RAILWAY JOURNAL

257

bonuses, stock dividends, promoters' profits and the like
in individual cases, it would evidently be most improper
to standardize them in a study of this kind. Neither
were we equipped or sufficiently endowed with funds to
go out and make engineering valuations of the electric
railways.

Massachusetts Lines Chosen for Investigation
Because of Strict Regulation

In this dilemma we naturally turned our attention to
the street railways in the State of Massachusetts, where
for many years the accounting and the financing of
companies have been under strict public regulation, and
where, because of certain fundamental laws, we can
to-day safely accept capitalization, investment and prop-
erty cost as meaning very nearly one and the same
correct amount in the street railway field. The laws of
Massachusetts have been very strict as regards the
issuance of securities for anything other than bona fide
extensions, additions or betterments, and have been
ably and justly administered by the Railroad Commis-
sion and its successor, the Public Service Commission.
Of course, there is always the possibility that in spite
of lefiral obstacles and commission supervision, some
minor irregularities may in some cases have crept in,
but if they have, they are certainly small and relatively
unimportant in the general problem.

Under these circumstances, then, it is illuminating
to review the history of some of the Massachusetts
lines, and to see what capital has earned as its reward
for spinning a closely interwoven web of steel rails
across the State and for furnishing transportation to
nearly every city, town and hamlet. The annual reports
of the commission, containing statements of the re-
ceipts, expenses, assets, liabilities and traffic statistics
of each railway, are well adapted to such a study. We
have traced back the history of the finances, operations
and growth of several systems and also of the industry
as a whole in Massachusetts, through a perid of twenty-
five years, to 1890.

General Decline in Dividends Plainly Marked

At that time the street railways were in the process
of electrifying their lines. The total track mileage, the
equipment, the traffic and the total investment were
insignificant when compared with the magnificent size
of this industry to-day. In the year 1890, despite the
heavy costs of electrification, the average dividend on
all outstanding street railway stocks in Massachusetts
was 7.10 per cent, computed on the mean average par
value of stocks at the beginning and end of the fiscal
year. Since then there have been variations, up and
down, but the general decline in this form of return
on actual investment is plainly marked. As shown by
the accompanying graph in Fig. 3, the lowest level was
reached in 1905, when the average dividend was only
4.57 per cent.

It was about that time that the street railway opera-
tors in Massachusetts were confronted with the neces-
sity of making heavy expenditures for renewals and
reconstruction of depreciated property. Such expendi-
tures cannot be legitimately charged to new capital, but
must come out of earnings. This matter of providing
funds for renewals is one of the big problems of the
Massachusetts companies to-day. If it be asserted by
anyone that the dividend rates of the early '90's were
unwarranted, and that the companies should have re-
served this money for future depreciation, it must be
remembered that the gross amounts of money then in-
volved were relatively small when compared with more
recent years. Moreover, it was only this apparent pros-
pect of profitable investment that led the early in-

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RATE OF RETURN — FIG. 1 — AVERAGE RECEIPTS AND EXPENSES
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RATE OF RETURN — FIG. 3 — AVERAGE RATE OF RETURN ON IN-
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If the total cash premiums that were paid in on stock are con-
sidered, the actual return m the form of dividends is even less
than shown in the upper curve. In 1914 it would be about 4.8
per cent, and in 1915 about 4.3. If the premiums and discounts on
bonds are considered, the actual return as interest on bonds is
somewhat greater than shown in the second curve. In 1914 it
would be about 4% per cent, and in 1915, about the same.

£ 7

RATE OF RETURN-

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RATE OF RETURN — FIG. 6 — TOTAL MILES OF SINGLE MAIN TRACK

258

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 6

vestors to risk their money in a more or less experi-
mental form of transportation.

Since 1901 the average dividend in Massachusetts has
never been so high as 6 per cent. It would seem that
the extremely low payments from 1903 to 1908 far
more than balanced any possibly excessive dividends in
the early '90's. Since the very moderate average of
5.6 per cent in 1912, there has been another period of
decline until in the last fiscal year, ended June 30,
1915, the average dropped to 4.67 per cent. The re-
duction of dividend rates on the largest two systems in
the State, the Boston Elevated Railway and the Bay
State Street Railway, account for this last large decline.

As a matter of fact, these averages are really even
lower than they appear to be here, if they are com-
puted on the actual total cash invested, for in many
cases investors believing in the ultimate stability and
prosperity of the street railways have paid considerable
premiums for their stocks, especially on the larger
roads. These premiums have been put directly into the
street railway property. On the basis of the premiums
listed in the 1915 report of the Public Service Commis-
sion, the average return on investment in stocks was
only about 4.3 per cent.

As a partial offset to these low rates of return, con-
sideration must be given to the tax system in Massa-
chusetts whereby residents of that State owning stocks
of street railways incorporated in that State are not
taxed on such stocks. The street railway corporation
itself is charged a corporate franchise tax which ac-
complishes the same purpose. Another asset of some
value to the stockholders in prosperous companies is
their ability to sell their "right" at a slight margin
of profit, when new shares are offered to them under
commission authority at prices slightly below the pre-
vailing market value. The sale of new stock, however,
cannot be made at less than par value.

Record of Bond Interest

What of the bonds of Massachusetts companies? Un-
fortunately, the early reports of the Massachusetts
Railroad Commission do not show the interest paid on
bonds as distinct from the interest and discount on
various forms of floating debt. By 1895, the reports
had been made sufficiently detailed to make these dis-
tinctions clear. In that year the average interest on
the mean outstanding funded debt was about 4.97 per
cent. In 1915 it was 4.39 per cent. This decline in
the average rate of bond interest is different from the
dividend decline in that it is due to the inherent sta-
bility of the bonds, and the reasonable assurance of
continuous interest payments, having priority over the
dividends on stocks. The decline in rate of dividends is
due only to the lack of sufficient income to pay higher
rates, after other expenses are taken care of.

While investors in the stocks of Massachusetts street
railway corporations do not have to pay taxes on them,
the bonds are not so exempted, and if ownership in
such bonds is honestly declared, the owner has to pay
over to the tax assessors from $1 to $2 or more out
of every $4 or $5 that he receives as interest on his
$100 bond. Savings banks do not pay direct taxes on
such bonds when they own them, but they pay a State
tax of one-half of 1 per cent on total deposits.

Increasing Interest and Decreasing Rate of Return

Up to this point we have been discussing only aver-
age conditions applying to the street railway industry
as a unit in Massachusetts. Of course, these averages
are made up of many different individual cases, with
extremes in both directions. There are some prosper-
ous and some very impoverished companies in this

State. We have made studies of the reports of a
number of individual companies, carrying our investi-
gations back as far as 1890. A method of analysis
which we have termed the "life curve" method has been
developed. By these life curves we endeavored to show
graphically the history of certain factors, such as
revenue, various expenses, investment, return on in-
vestment, traffic, etc. Many of these items have been
computed and plotted on the basis of the revenue-pas-
senger unit. At first it seemed as though a general
condition of increasing investment and decreasing rate
of return existed for all street railways, but of course
there soon were found to be some exceptions.

In a number of individual cases, however, especially
among the larger and more important companies, the
average cash investment per revenue passenger carried
per annum has increased materially since 1890 without
any proportionate increase in the fraction of each pas-
senger's nickel available for return on investment. In
some cases the investment has doubled and even tripled,
from about 10 or 15 cents to 20 and 30 cents per rev-
enue passenger carried, while the receipts per revenue
passenger, i. e., the 5-cent fare, and the net earnings
available for return on investment per revenue pas-
senger have remained practically constant. On the
great majority of Massachusetts railways to-day from
1 to 1.5 cents out of each passenger's 5 or 6-cent fare
goes to paying interest, dividends and rentals of leased
lines. These figures based upon the revenue-passenger
unit are not clever ways of juggling statistics to prove
anything that it is desired to prove. They are merely
arbitrary transformations of the gross total figures,
which anyone can easily verify by reference to' the
annual reports of the Massachusetts commission, and
they are so changed into smaller units because they are
easier to comprehend and are more significant in this
form to the average man.

The causes of the increasing investment in particu-
lar companies, and of the average condition in Massa-
chusetts, are too numerous and too complex to be thor-
oughly discussed in this paper. Some of this increase
came early and suddenly in the cost of electrifying.
Some is due to the building of extensions in unprofitable
territory and to increasing the length of haul for the
5-cent fare, where the density of traffic was not and
has not yet become sufficient to make these extensions
profitable, but where operation once started must some-
how be continued for the well-being of the population.

The accompanying charts, in which the figures are
based on the totals and averages for all Massachusetts
street railways considered as a unit, show very clearly
the growth of investment and the decline in the rate of
return. Other factors, such as the rapid growth of
track mileage up to 1902 and its subsequent cessation,
are also indicated. Conditions as they exist to-day in
Massachusetts show that some companies are earning
a good return, while others are paying no return what-
soever on cash actually and honestly invested in capital
stock. One or two are even in receivers' hands, as they
cannot pay the bare interest on outstanding bonds,
which cannot be more than one-half the total securities.
As to the average condition of the whole industry in
the fiscal year ended June 30, 1915, the total par value
of stock and bonds received an average return of only
4.55 per cent, while stocks alone received an average
dividend of 4.67 per cent, and bonds alone an average
interest rate of 4.39 per cent.

What a Fair Rate of Return Means

What constitutes a fair rate of return? We find the
widest range of opinion on this subject, from the radical
who would deny any return whatsoever on capital in-

February 5, 1916]

ELECTRIC RAILWAY JOURNAL

259

vestment, to the just as impractical conservative who
would argue that having established his monopoly he
should be allowed to earn unlimited profits from his
special privilege. Ignoring these extremists, we all
agree that a fair rate of return as a minimum must
not be confiscatory or less than current interest rates
in enterprises of somewhat similar characteristics. On
the other hand, as a maximum, it is quite plain that
it must be limited to an amount not exceeding that
which will be sufficient freely to attract new capital
when it is needed for additions and improvements. It
is in this respect a purely competitive matter. Of
course, those who have capital invested in railway se-
curities would like, if possible, to receive higher and
higher returns. That is only a natural desire, but if
monopoly demands excessive returns on its investment,
the public will find capital at more reasonable rates.

In recent rate cases in Massachusetts the Public
Service Commission has seemed to hold that 6 per cent
on the capital stock may be considered at least reason-
able and fair under Massachusetts conditions, but it
does not undertake to guarantee that poorly managed
roads or those unwisely and imprudently located shall
earn this much. Neither does it undertake to limit well-
managed, prosperous companies to this rate as a maxi-
mum. In 1915, eight out of fifty-three companies paid
dividends aggregating more than 6 per cent on the par
value of the common stock, all of which was sold for
cash at par or more than par when originally issued.
Four of these were leased companies on which guaran-
teed dividends were paid as rentals by the lessee com-
panies. The other and less cheerful side of the story
is that six paid 6 per cent and thirty-nine out of the
fifty-three companies paid dividends of less than 6 per
cent. Of these, twenty paid no dividends whatsoever.

The laws of Massachusetts do not permit a street
railway to issue shares of stock at less than par. Yet
unless there is almost positive assurance of continuous
and uninterrupted dividends, anything less than 6 per
cent is sure to push the market value of stock below
par, even under conditions otherwise so favorable as in
Massachusetts. Under another law, a street railway
may not increase its funded debt above the limit of its
capital stock outstanding. These two statutory limita-
tions have resulted in the highly commendable condition
that the outstanding securities of Massachusetts street
railways actually represent the investment in and cost of
the property, and that the securities are well balanced
as between stocks and bonds. At the same time, it is
easy to see the difficulty in which a company finds itself
when, under unprofitable rates of fare or some extraor-
dinary expense burden, it fails to pay reasonable divi-
dends and its stock falls below par. It is then prac-
tically impossible to get new capital for additions and
improvements. Who will invest $100 per share in new
stock while the older shares are worth less than that in
the open market? That is the situation in which the
Boston Elevated Railway finds itself at the present time.

What Should Be Done to Attract New Capital?

Shall we say that because some of the street railways
are now unprofitable it was unwise to build them in the
first place and therefore let them go to the wall, their
present owners standing the loss? Shall the large con-
solidated companies which are now in financial difficul-
ties abandon service on the thinly settled rural and
suburban lines which are a constant source of loss and
which could not be made to pay at any rate of fare?
Or shall fares and fare systems be revised in Massa-
chusetts? Shall we increase the unit fare from 5 to 6
cents or more, where lines are now unable to earn a fair
return? Sometimes such horizontal increases in fares
fail of their purpose because of the loss of short-riding

traffic at higher rates. Or shall we shorten existing
5-cent fare zones, or even revert to a uniform mileage
rate of fare? Shall we charge one rate in territory
where the traffic is dense and the cost of service per
passenger is low, and a different and higher rate in
thinly-settled territory where the cost of service per
passenger is high? Or is it reasonable and fair to
charge a somewhat excessive fare to the people in pros-
perous sections in order that service may be maintained
in poorer sections which are not self-supporting?

Take the case of the Bay State Street Railway, which
is now before the Massachusetts Public Service Com-
mission with a petition for increased fares on prac-
tically all of its many lines, covering the whole eastern
end of Massachusetts. Quite naturally there is strenu-
ous opposition on the part of the public. Nearly every
community affected has authorized representatives to
appear before the commission and present arguments
against the increase in their particular districts. The
people of the thinly-settled districts argue that the
fares are already as high as they can stand, that the
traffic is still altogether too light and that any increases
in fare will make it still lighter and be generally ruin-
ous to service. On the other hand, the people of the
thickly-settled mill cities, and similar districts of dense
traffic, assert that in their territory the company is
making at least a fair return on its property, and that
they should not be obliged to support unprofitable lines
which were consolidated with theirs in the earlier his-
tory of the company. The Bay State Street Railway,
as a unit, is apparently in need of some increase in
revenue if it is properly to maintain its property and
pay a 6 per cent return on its common stock. The
stockholders of the railway are, naturally enough, indis-
posed to make a gift of their investment to the rail-
way patrons and are anxious to receive at least a 6
per cent return.

What the Research Division is Trying to Do

It would be presumptuous of us to offer, in advance
of the commission's decision, any solution of this par-
ticular case. Indeed we are not yet ready to present
any definite conclusions or solutions of the street rail-
way fare problem. We are not endeavoring to prove
that street railways should charge and receive higher
fares. There are many lines which are successful at
present rates. But it is clear that some companies are
distinctly unsuccessful at present rates, and by un-
successful it is meant that they are unable to pay even
a fair interest rate on cash actually and honestly in-
vested in the business. It is also clear that on many
successful, as well as unsuccessful railways, the 5-cent
fare is a legacy of the horse car days and short-line
period, that it bears little or no relation to the actual
fair cost of service, and that it is unreasonably low
for the service and length of ride which some passen-
gers receive and unreasonably high for others.

It is toward the possibility of offering some logical
and helpful suggestions on these matters that we are
now working, and for this purpose that we are gather-
ing statistics and general information. This paper has
been limited to a single topic and that topic limited
to conditions in the single State of Massachusetts. Our
investigations, however, have covered, and will continue
to cover, a much wider field. The American Electric
Railway Association numbers among its members rep-
resentatives of all branches of the street railway in-
dustry, public commissions and public utility experts.
If any member has in his possession any data or any
suggestions which might possibly serve to throw addi-
tional light on this problem, we most earnestly solicit
his correspondence.

260

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 6

Competition with Other Investments

Capital Cannot Be Obtained to Develop the Electric Railways
Unless a Reasonable Return Is Not Only Promised but by
the Experience of the Industry Is Made Dependable — The
Interest of the Public Is Greater Than That of the Investor

By ORLANDO B. WILLCOX

Vice-President William P. Bonbright & Company, Incorporated, New York

ELECTRIC railways, from the standpoint of the
public, are merely public utilities — properties built
and operated by the capital of private investors,
dedicated to serve the people in the vital business of
local transportation, charged with the duty of giving
adequate service to the community in the territory
served and of making such extensions as the demands
of the public require and such improvements as prog-
ress in the applied arts permits and under obligation
also to give such service at reasonable rates.

But from the standpoint of the investors who supply
the capital required electric railways are business en-
terprises, offering opportunity for the employment of
capital in a permanent business, with expectation of
reasonably steady income and reasonable profit; they
have become great financial institutions, requiring large
capital. They can be operated successfully only by the
keen appreciation of their managers of the fact that
the foundation of the business is the capital invested
and that the business must be conducted, while with
due regard to its obligations as a public utility, always
as a financial institution into which no capital will
flow except upon an expectation of profit.

Profit cannot be expected, and of course no new money
can be obtained for the properties, unless the financial
records demonstrate the safety of the capital already
risked in the enterprise and earnings permitting the
payment of a reasonable return upon it, also the secur-
ity of the additional capital required, and the promise
of earnings on both the okl capital and the new capital
sufficient to justify a reasonable certainty of the pay-
ment of a fair return on both.

The endeavors of the managers of the property in
respect to its securities are therefore twofold; first,
to protect the integrity of the investment already made
and endeavor to earn and pay reasonable returns to
the present investors ; second, to show such security
for further investment and such certainty and amount
of future returns as will attract the additional capital
required for extensions and improvements, through the
sale of additional securities.

Legislation, regulation and management may affect
the value of outstanding securities and may facilitate
or obstruct the sale of additional securities. Stocks and
bonds already outstanding are evidences of property,
and property itself is protected by the constitutional
prohibition against taking without due process of law.

The legislation creating commissions for the regula-
tion of public utilities has charged the commissions
with the duty of permitting only just and reasonable
rates for service rendered, and generally the orders of
the public utility commissions have involved either re-
duction of charges or improvements and extensions of
service. A reduction in charges results, of course, in
less income per unit of service and affects the earnings
distributable to securities, while improvements and ex-
tensions of service also usually involve expenditures of

•Abstract of an address delivered at the mid-year meeting of
the American Electric Railway Association on Feb. 4.

capital to secure which new securities must be sold.
The standard fare for street railways being 5 cents,
often fixed by ordinance or contract, the regulation of
electric railways has more often affected service than
earnings.

Upward of $5,000,000,000 are invested in electric
railways in the United States, and the magnitude of
this financial interest of the people of the country is the
measure of the obligation of public service commis-
sions to see that the charges for the service are not
only just and reasonable to the passengers but also for
the investor.

The electric railways of the country serve every city
and every town, every large industrial district, every
seaport, extensive suburbs and countrysides, resorts
and amusement centers ; the interurban lines connect
cities with cities and provide the only transportation
for great areas ; they are the cheapest means of trans-
portation ; vast millions of our population depend on
them daily between home and business and in the many
activities of commercial life. An occasional failure
of service because of fire or storm or flood brings in-
stant inconvenience or loss or suffering to many thou-
sands. Electric railways are a great national industry
— a great national convenience — a great national neces-
sity— a great national asset. That government func-
tion which interests itself in the economic welfare of
the people can have few obligations greater than the
preservation and protection of electric railway service
for the present needs of the country and the promotion
and encouragement of its improvement and expansion,
in quality and extent, to keep pace with its increasing
use and meet the future demands of a country grow-
ing rapidly in population and tending as rapidly to
undue concentration.

The trolleys, urban and interurban, permit concen-
tration of workers in business and industrial centers,
simultaneously with diffusion of residence in suburban
and country districts, and are both the instruments and
the cause of this tendency, of such great import to our
social and industrial health and activities.

These active and interacting tendencies toward con-
centration and diffusion of population have put demands
on electric railways not contemplated by the original
investors or dreamed of by the most farsighted econo-
mist or financier. Lines originally running a few miles,
operating on light rails, carrying passengers in small
cars drawn by horses the length of the line for 5 cents,
have expanded through the adoption of electricity and
responded both to the facilities available and to the
increased demand, so that now big, handsome, well-
lighted and heated cars with adequate equipment serve
as easily and as quickly square miles of territory as
their forerunners served city blocks. We may well
point with pride to the expansion of street car service
as one of the great accomplishments of this age.

No economist would hesitate to declare that the en-
couragement of this great industry to the full perform-
ance of the task it has set itself, and the promotion

February 5, 1916] ELECTRIC RAILWAY JOURNAL

261

of its expansion and improvement adequately to meet
the more exacting and dependent demands of its millions
of industrial patrons is one of the big tasks of this day
and to-morrow, calling for the most intelligent co-oper-
ation of science, efficiency and finance, and of individual
effort with governmental support.

The Problem to Be Solved

The problem is not that of so financing and operating
a finished work as to conserve the interests of the
investors while serving a static and satisfied demand.
It is rather the constant and repeated rebuilding and
expansion of a vast, economic, arterial system by the
application of the latest achievements of science to the
ever heavier and wider distribution of the energies
of the very life and body of the community served — a
system which grows, producing a redoubled new demand
for every new facility afforded and which needs not
only coal and steel and brains, but vast wealth to adjust
its functions to its requirements, and the moneys con-
stantly required must come ultimately from the pockets
of the people.

Capital, the aggregate of funds free for investment,
is sought by our own Government, offering the credit
of this nation as security; by other great governments,
which are offering now as high as 7 per cent ; by states
and cities, by railroads and banks, by the steel and other
metal industries, by manufactories, and multifarious
opportunities are offered with varying security and
rate of return, and varying attractions real and senti-
mental. The capital required for electric railways must
be sought in competition with all the securities appeal-
ing to investors for funds, and there is little hope that
it will be available unless the usual requirements of in-
vestors are met. These requirements are that capital
already invested in electric railways be amply protected
and made safe and regularly pay a reasonable return,
and that new capital be amply secured and made safe
and a reasonable return on it not only promiser1; but by
the experience of the industry made dependable.

What constitutes a reasonable return is succinctly
stated in the admirable "Report of the Railroad Securi-
ties Commission" to President Taft, Nov. 1, 1911 :

"We hear much about a reasonable return on capital.
A reasonable return is one which under honest account-
ing and responsible management will attract the amount
of investors' money needed for the development of our
railroad facilities. More than this is an unnecessary
public burden. Less than this means a check to rail-
road construction and to the development of traffic.
Where the investment is secure, a reasonable return
is a rate which approximates the rate of interest which
prevails in other lines of industry. Where the future
is uncertain the investor demands, and is justified in
demanding, a chance of added profit to compensate for
his risk. We cannot secure the immense amount of
capital needed unless we make profits and risks com-
mensurate. If rates are to be reduced whenever divi-
dends exceed current rates of interest, investors will
seek other fields where the hazard is less or the oppor-
tunity greater. In no event can we expect railroads
to be developed merely to pay their owners such a
return as they could have obtained by the purchase
of investment securities which do not involve the haz-
ards of construction or the risks of operation."

Not only the protection of the present huge invest-
ment but the future of the industry depend on the
ability of the electric railways to offer securities of
such safety and promise as will attract the needed new
money, in competition with all other securities offered
in the money markets of the country, and those charged
with the management and regulation of the industry

may well inquire what course must be taken to secure
this result. This responsibility rests quite as much
on those regulating electric railways as on those who
manage them.

The conditions inherent in the electric railway busi-
ness give peculiar power to the people, acting through
their representatives, the legislators, utility commis-
sions and city councils. Not only is the business a nat-
ural monopoly, competition bringing increased cost and
decreased efficiency and service to the public, but both
the location of the investment and the area of the
market for the service rendered are definitely and im-
movably fixed. In this latter respect the industry
differs from almost all others. The site of a factory
can be moved, if unbearable conditions of whatever or-
igin are imposed, without a necessarily total loss of the
going business of merchandising, which in turn is con-
ducted over areas without fixed limits, reaching mar-
kets where demand exists; and if one market is shut
off, whether by tariffs or transportation costs or
fashion's changes, another can usually be found or
created by progressive management ; and the goods dealt
in may be changed, and in fact in all industries are
constantly changing, to meet varying market conditions.

Not so a street railway. The plant is so rooted to
the soil that it cannot be moved without total loss; its
market is the territory served and no other can be
reached; its output is transportation in that territory
and cannot be varied. So is the industry peculiarly
defenseless against oppression, whether through de-
clared attempts at confiscation or throttling under the
guise of regulation.

The dedication to the public service and the immo-
bility of investment, plant and market, making attack
easy and defense difficult, throw upon the public the
concurrent obligation that the investment shall be pro-
tected in its entirety, and neither shall the rates be
made too low nor service requirements too onerous to
permit a reasonable return on capital invested and the
new capital required for extensions and improvements.

But beyond the responsibility to the investor, the
public served has a greater interest — a selfish interest
— much more concrete and material, if no less real and
compelling, than the duty to be honest. The public has
a greater interest in the electric railway than all the
investors, because in every community the electric rail-
way is a necessity and every day a greater necessity
to the due course, order and progress of the community
life.

It goes without proof that the loss to the public, in
all but the most exceptional cases, would be much
greater, were the electric railway totally destroyed,
than the loss to the investor. In such a case, beyond
the immense inconvenience, the lack of the speedy, safe
and cheap transportation of passengers would instantly
destroy values in real estate, buildings, leaseholds,
going businesses, stocks of goods and means of em-
ployment, immeasurably greater than the value of the
investment in the railway itself.

It may not be so instantly apparent, but reflection
will bring conviction, that impairment of the ability
of the railway properly to serve the public, while in-
jurious to the owners, must react more severely on the
public and the community. The investor feels it in-
stantly in loss of income. The public does not see or
hear the loss of efficiency, the loss of time, the decrease
in population, the loss in value of real estate, the stop-
page of progress and the stunted growth ; but is it not
necessarily true, that if rapid transit brings growth,
progress and enhanced opportunity and values, the lack
of it will obstruct or prevent them?

The public served, then, and the investors have an

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active interest in the prosperity of local transportation
lines. The growing community, offering opportunity
for successful and profitable business in all the activi-
ties of modern industry; factories, shops and new con-
struction for the labors of the people ; labor, market and
profits for the employer; absence of undue congestion
of population; homes in the suburbs for men of small
incomes and remoter and less crowded residences for
the well-to-do — these usual conditions of the modern
American city have followed the development of electric
transportation and are impossible without it. Find a
dull, backward and inactive town, and you will find an
unprofitable street car system, unable to give modern
service through the inability to secure and recompense
the needed new capital. The community served and
its transportation facilities are part of one whole, and
the success, growth and prosperity of one is dependent
upon like prosperity of the other. The security and
safe and adequate return to the investor in electric
railway securities react .to give better transportation
facilities to the community, and if oppressive regulation
reduces the earnings so as to imperil the principal or
the returns of the capital invested, the public will
suffer for the lack of the facilities efficient transporta-
tion would give. There is no conflicting or divergent
interest; the investor and the public prosper or suffer
together. Each has a common interest in promoting the
prosperity of the other.

The Need of a New Publicity

Now the interest of the investor is concentrated in
the management, which knows these things, while the
interest of the public is diffused, and to each man is
secondary to his own private affairs. So, upon the man-
agement of the electric railways rests the responsibility
of making these aspects of their business clear to the
public and those of the public servants who are respon-
sible for the regulation of their common interest. It
is no easy task, and while it is recognized and much
discussed by every live management, too much em-
phasis cannot be laid upon the necessity of a new pub-
licity— an insistence that the public learn and know
the common interests of the traction lines and the com-
munity.

The service demanded by the public requires every
right and so-called privilege given to the transportation
company, and these are used primarily in the service
of the public and are essential to public service, while
they are merely elective and incidental to the investor.
Capital is the freest and most fluid of commodities. It
may go where it pleases, and it does go where security
and return are best assured, while local rapid transit
is an insistent necessity in every community. None
of the incidents to transportation is necessary to capital.
The corporate machinery for the concentration of in-
vestment funds, the stockholder's immunity from per-
sonal liability and his right to vote and to act through
directors and officers, the franchise, the right-of-way,
the use of the streets and the power of eminent domain
are the essential instruments of transportation, without
which it cannot be had. They are not the only recourse
of capital, which can seek employment in a thousand
other attractive and profitable enterprises. They are
the "special privileges" the demagogue so delights to
shout of. They are, in fact, the essential facilities
afforded by the public to provide itself with its neces-
sity. Let them be taken back by the public — and while
an enormous amount of capital will be destroyed and
the investor will suffer tremendous loss, the public will
suffer more.

Capital is proverbially timid. It refuses to venture
again where it has been ill treated, deprived of a fair

return or suffered loss. Once diverted by losses from
the enterprises to which it is accustomed to flow, and
persuaded that repeated losses will follow its invest-
ment in a field become dangerous though previously
profitable, capital would require long years of good
records to induce it to return. It is far more important
to the American public that its local rapid transit fa-
cilities grow and expand and bring in new population
and multiply the wealth of the urban and interurban
districts, than that American dollars be given a chance
to earn a precarious return by investment in this par-
ticular business.

Deprived of expanding rapid transit, the American
city will ingrow and strangle itself in unclean conges-
tion. Deprived of safe and profitable investment in rapid
transit securities, the American dollar will earn a
surer and a larger return in unregulated industries.

These truths the public must be shown, and by the
managers of electric railways. The public is selfish
and uninformed, it may fatuously believe that it is
benefiting itself by requiring extensions and improve-
ments of service without also providing for a fair re-
turn. If the public is instructed in its own interest, it
cannot long be blind to the profit of two dollars in
convenience and efficiency and value to itself for every
dollar fairly earned for electric railway stocks and
bonds — nor to its loss, if loss follows investments in
public service.

Securities of electric railways will not be salable if
constantly increasing mileage, involving new invest-
ment, is demanded for the same 5-cent fare; if an even
greater share of the income must be be expended to
meet requirements for costly improvements in service
without increased return; if higher costs of material
and labor must be met out of shrinking earnings; if
modern and expensive pavements, not used or injured
by the cars, must be paid for out of earnings, while
interest and dividends are left unpaid.

Unless the public is prepared to assume the financial
burdens and political evils of state or municipal owner-
ship of these modern necessities, all unreasonable de-
mands on the capital invested or required in electric
utilities, and on their static or decreasing income, must
be removed. The public must be made to recognize its
own vital interest in the industry and do its part by
restraining unfair demands under the guise of regula-
tion and by protecting investment and providing rates
which will insure a fair return ; and when these reason-
able requirements of capital are met, electric railway
securities will successfully compete with any in the
world's markets.

The burdens on the managers in these essential utili-
ties are great, and to them is added their obligation to
the investors and the public to disclose frankly the real
problems of local transportation in the precarious finan-
cial conditions of their properties. The recent reports
tend to show a decrease in gross income per dollar of
investment, an increase in operating expenses due to
increased cost of materials and labor, the normal ex-
tensions and improvements in service and the demands
of regulating bodies, a large increase in taxes, large
increases in non-remunerative investments such as
street paving, a constantly diminishing return on the
capital invested, a shrinkage in the surplus applicable
to depreciation and available for contingencies and
periods of dull business. A further danger confronts
the business in the tendency still further to limit the
income through appraisements and valuations not recog-
nizing the true value of the properties or the vital
interest of communities served in their prosperity, and
by fixing a "rate of return" not adequate to meet the
demands of modern service or permit the earnings

February 5, 1916] ELECTRIC RAILWAY JOURNAL

263

sufficient to justify investors in providing money needed
for extensions and betterments and improved service,
and for maturing obligations at the lower rates the in-
herent soundness and permanence and legitimate earn-
ings of the service should assure.

Attacks, whether ignorant or malevolent, must be
met by frank and courageous disclosure of all the finan-

cial difficulties and dangers besetting the business, as
well as convincing presentation of the results to the
public of strangulation of electric traction, and the
common-sense and self-interest of the people must re-
spond to these honest endeavors by assuring a fair
policy of honest treatment and a just and reasonable
reward.

Increasing Capacity of Urban Systems8

Author Discusses New Construction Procedure to Be Followed When
Capacity of Old Surface Lines Reaches Saturation Point — In Case
of Subway Construction Community Should Finance Improvement
and Share Fixed Charges Until Ultimate Capacity Is Reached

By M. C. BRUSH

Vice-President Boston Elevated Railway

ACCORDING to a careful analy-
sis of the increase in popula-
tion in various cities as com-
pared to the increase in street
railway patronage, the latter in-
crease is at a slightly higher rate
per year than the square of the in-
crease in population of the territory
served. (Passenger Transportation
Report of special committee, City of
Manchester Tramway Department,
Feb. 2, 1914.) As a result of the
marked increase in patronage in
such cities as New York, Philadel-
phia and Boston, a condition has
been reached on various highways
where it was deemed impossible or
at least uneconomical further to in-
crease the number of street cars per
hour. There is some difference of
opinion as to the exact point of satu-
ration for surface car service. To analyze in detail
this condition requires an assumption as to minimum
headway between surface cars. Various estimates show
that an interval of nine seconds between moving units
on the street is consistent with safety. Assuming this
fact and adding to it the estimated period of rest of
seven seconds for a car, to permit of passengers board-
ing and leaving, would result in cars passing a certain
point at the rate of one every sixteen seconds. Under
these conditions a maximum speed of 12 m.p.h. and
an average speed of 8 m.p.h. can be maintained where
the usual number of stops are made. This figure is
probably correct for practical operation.

In the report of the Merchants' Association of New
York by its committee on transportation and engineer-
ing, 1903, it is stated that "with a time interval of six-
teen seconds the number of cars that may be moved
past a given point per hour is 225." The committee
did not believe that on congested streets like Broadway,
New York, a service of more than 220 cars per hour
passing a point in any one direction could be reasonably
expected under the most favorable circumstances likely
to occur, but felt that this number per hour was a rea-
sonable estimate of what should be done. The commit-
tee further stated that it was confirmed in this be-
lief by its own observations of what was being done
at this time in Boston, and by the many observations
on Broadway at Chambers and at Houston Streets.

BRUSH

•Abstract of an address delivered at the mid-year meeting of
the American Electric Railway Association on Feb. 4.

Experience in Boston partially
confirms the opinion of the commit-
tee, for previous to the opening of
the Washington Street tunnel it was
believed that a point of saturation
had been reached when there were
operated between two points on
Washington Street a maximum of
213 cars per hour in each direction.
Previous to the opening of the Boyl-
ston Street subway in Boston as
high a number as 260 cars per hour
were operated in one direction over
a very short section of a certain
line on a special occasion, but it was
possible to handle this number of
cars only by operating part of the
service in the Tremont Street sub-
way and around the Park Street sta-
tion loop.

The Public Service Commission
for the First District of New York on April 17, 1908,
ordered "a minimum number of twenty-five cars in one
direction in each fifteen-minute period on certain sec-
tions of Broadway." This would be at the rate of one
car every thirty-six seconds, and it is believed by some
that this is the lowest headway consistent with reason-
ably rapid movement of cars when all conditions are
considered, such as vehicular interference, line intersec-
tions, joint usage of certain stretches of track, etc.
However, this thirty-six second headway is exceeded on
some lines in New York on certain short stretches of
track where they operate from two to three times as
many cars as are required for a thirty-six second head-
way.

Saturated Capacity and New Lines

There should, of course, be kept clearly in mind, in
the study of maximum capacity of surface lines, the
difference between the maximum number of cars that
it is possible to operate and the speed consistent with
good service. In view of the preceding citations, how-
ever, it is fair to assume that when street car service
for short stretches of track has reached a number
slightly in excess of 200 cars per hour the capacity on
this stretch of track might be said to have reached a
saturation point, after which additional arteries must
be utilized or other transportation facilities provided.
Of course this figure is also governed by the width and
alignment of streets, as well as by the size of the units
and general traffic conditions.

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ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 6

When tracks on a certain street have reached the
saturation point, whatever that may be, and additional
transportation facilities must be provided, every con-
ceivable effort should be made to use parallel streets
for additional surface tracks or even build an elevated
structure. It is absolute economic waste recklessly
to spend enormous sums of money for subway construc-
tion merely because a particular highway has operating
upon it all the surface cars consistent with either good
transportation or economy, and subway construction
should only be decided upon after other and less expen-
sive means of furnishing additional transportation have
been sufficiently studied to prove their inexpediency.
The enormous amount of traffic absolutely necessary to
support expensive subway construction makes it in-
cumbent upon those responsible for such expenditures
to satisfy themselves thoroughly that the traffic offered
and the conditions prevailing compel subway construc-
tion rather than the use of other arteries on the high-
way or even private right-of-way construction on the
surface.

How Investment and Fixed Charges are Affected

From the commencement of operation of surface-car
service over a specific stretch of track, up to the time
when such track is completely saturated with cars, the
interest charges for the investment on this particular
stretch of roadbed per passenger decreases as passen-
gers and riding increase. Hence, up to the point of
saturation or up to the point when the total capacity of
the road is used, the greater the number of .passengers
the less the expense for fixed charges per passenger.

On several properties in the United States there have
been constructed high-speed underground thorough-
fares either as a result of surface tracks having reached
a point of saturation or because of the demand of the
public for more expeditious transportation. Immedi-
ately after such construction the fixed charges per
passenger have jumped entirely out of proportion to
what they were at the moment of surface track satura-
tion. Ordinarily, owing to the nature of construction
of the subway, where it is necessary to build the same
cross-section for a one-car train on fifteen-minute head-
way as is required for a two-car train on a minute and
a half headway, the fixed charges per passenger car-
ried are entirely out of proportion to the ultimate ca-
pacity of the subway.

A marked example of the enormous investment nec-
essary for construction of a subway is that of the Wash-
ington Street tunnel in Boston, built in 1908. The
surface car tracks over the highway under which the
Washington Street tunnel was constructed for a dis-
tance of approximately 1 mile represent an investment
of approximately $253,000, while the tunnel cost ap-
proximately $9,500,000. As far as we are able to learn,
this is the most expensive mile of roadbed and track
in the world, not excepting the Jungfrau tunnel in
Switzerland.

In other words, the transportation companies build-
ing or leasing subways have been compelled to meet
the enormous fixed charges and pay the same rent or
interest, whether the demands of traffic require the
operation of a few cars per hour or the use of the maxi-
mum capacity of the subway.

Public Should Help Bear Fixed Charges

In certain instances there has been no substantial
increase in rate of patronage where rapid transit ser-
vice has become necessary. That is, the rate of in-
crease of passengers carried per annum is not ma-
terially changed upon the inauguration of rapid transit
service. In general it is granted that the cost of opera-

tion per passenger capacity with trains in a subway is
materially less than for electric car service on the high-
way, but unless the load factor is such as to give an
opportunity for using a reasonable capacity of the sub-
way throughout a large percentage of the twenty-four
hours, the fixed charges per passenger considerably
more than offset the reduction in operating expense per
car passenger capacity.

The original basis of establishment of rate of fare
was entirely without regard to enormous subway in-
vestments with a right-of-way furnished by the com-
munity. If as a result of entirely changed conditions,
such as the outgrowing of the highway capacity or the
pressure of the community, it becomes necessary to con-
struct expensive underground thoroughfares, then
either the rate of fare must be changed to meet these
changed conditions or the community as a whole must
bear, at least in a measure, according to the indirect
benefits accruing, a certain portion of the fixed charges
until such time, if ever, as the ultimate capacity of the
tunnel is reached and the load factor more nearly ap-
proaches 100 per cent.

The effect upon capital of companies which are en-
deavoring to furnish adequate transportation facilities
and which have to pay interest or rentals on enor-
mous investments entirely out of proportion to revenue
received, can be readily seen, and the consistency of the
arguments as well as their equity compel recognition
to the extent that where investments of this .character
become necessary, the community as a whole must be
compelled to participate in their support. This has
been well evidenced by the case of New York, where in
the construction of the latest subways the city con-
tributes in part toward the investment and fixed charges
until such time as the net earnings resulting from the
operation of the subway permit payment, after proper
charges of every character, including operation, depre-
ciation, etc.

The construction of subways, which are nothing more
or less than public highways, differs from other simi-
lar public improvements such as surface highways, sew-
ers, water systems, park systems, etc., in that instead
of being constructed from time to time in the degree
to which the capacity is to be used, it is necessary be-
cause of the physical nature of tunnels to build them
substantially as large and at as great an expense in
the first instance as is required to provide for not only
the immediate requirements but for the requirements
of several years in the future. It is entirely fair and
proper that the community should have improved rapid
transit facilities and thoroughfares just as rapidly as
they are willing equitably to digest them. It is thor-
oughly unfair, however, that a street railway should
be called upon to pay the entire interest on such an
investment when the demands of the traffic and the
amount of business available requires at the moment
only a small proportion of the total available capacity.

In view of the marked increase in land values and
general benefit to the community as a whole resulting
from subway construction, it would seem equitably
sound that those property owners who so materially
benefit should contribute in some proportion toward the
fixed charges for such improvement. If the unit of
fare were increased, the tenants of the buildings in the
territory involved would pay, as a result of the subway,
not only increased fare but also increased rent, while
the property owner would receive all of the benefits
without participating in the expense.

General Program to Be Followed

When the conditions on a certain highway have
reached such a point that additional transportation

February 5, 1916] ELECTRIC RAILWAY JOURNAL

265

facilities are necessary, there should first be an effort
made to utilize parallel highways with surface tracks
at a reasonable and proper investment consistent with
the traffic offered. If this for proper reasons is dis-
missed, effort should then be made to construct surface
tracks. on private land or elevated tracks on either pri-
vate land or the highway. If for good and proper rea-
sons these other means are dismissed, there is but one
choice left and that is the construction of subways.

In other words, every conceivable effort should be
made to provide additional transportation facilities at
as low an investment as is consistent with the demands
and the traffic offered, and the construction of subways
should be entered into only after the most careful, thor-
ough and conservative study and consideration of other
means of furnishing transportation and with a full
knowledge of the seriousness of burdening the commun-
ity with tremendous investment and correspondingly

large fixed charges. If it is finally concluded, with a
perfectly clear perception of what the financial results
will be, that subway construction is necessary, it would
seem fair that in the first place the municipality, metro-
politan district or state should finance the improve-
ments, as undoubtedly money can be raised at a lower
rate of interest than where such financing is done by
private owners. Moreover, the community as a whole
should participate with the company and the riding pub-
lic in the payment of interest charges. More specifically,
upon the completion of subways or tunnels built by the
community they should be leased to the transportation
company serving that community on a sliding scale
charging rental according to the relation between the
capacity used and the total capacity. By such an abso-
lutely fair and equitable arrangement the movement for
subway construction would automatically regulate itself
in a manner fair and equitable to all interests.

The Elements of Utility Valuation

The Author Lays Stress on the Importance of Intangibles
and the Use of the Entire Income for Service — Reproduction
Cost New When Used as a Basis for Rate-Making Should Not
Include Deduction for Depreciation — Other Interesting Points

By GEORGE WESTON

Engineer Board of Supervising Engineers, Chicago Toaction

ri^HE address upon "Valuation"
I presented to the association by
Mr. Guernsey is a very carefully
prepared and valuable contribution to
valuation literature. It deals with
this very interesting and important
subject from the standpoint of a
lawyer. Any representative of the
public should approach the subject of
valuation in the same spirit. Fair
play should be the fundamental prin-
ciple actuating those participating in
the work, and I infer that the author
includes the public's interest as well
as that of the utility corporation
when using the terms "justly" and
"fairly." The author speaks as
though he had wrestled with the
problem in an attempt to determine
all the factors applicable and in an
endeavor to get the other fellow to
agree with his analysis in determining the fair and
reasonable valuation of a public utility property.

He admits that no formula may be applied to a pub-
lic utility which will establish its value. I fully agree
with the principle that the facts must be accepted to
obtain just regulation. Publicity should be the gen-
eral policy of public utilities. The quickest and surest
way for them and the public to come to an amicable
understanding is for both to meet the issues frankly
and willingly and "lay all cards upon the table face up."

From the viewpoint of a worker on the side of the
public, I agree also with the author when he says that
the interests of the public and the utilities are similar
or not antagonistic. The purpose or object of any
utility is to serve the public by supplying its demands
with the kind of service or commodities such utility is
equipped to furnish. The utility is primarily inter-
ested in the investment necessary to enable it to fur-

*Abstract of an address delivered at the mid-year meeting of
the American Electric Railway Association on Feb. 4.

nish the service and in the protec-
tion of that investment, and that it
be permitted to earn a fair return
upon such investment. The public is
interested in securing adequate ser-
vice commensurate with the price it
pays for the service. Investment,
return and service epitomize the
problem.

The public also is or should be
interested in securing such reason-
able regulation and rates as would
insure proper protection to the in-
vesting public and at the same time
provide adequate service and a fair
return upon the investment. The
subject of regulation cannot be ap-
proached from any angle without
coming to the conclusion that fair
play is necessary to establish such
principles of procedure as may
be applicable to all properties. No formula or fixed
general rule can be adopted applicable to all properties.

One cannot read the decisions of the Supreme Court
regarding the valuation of public utility property with-
out concluding it is a much involved and complicated
subject. Those who are entrusted with the work of
determining value assume a very important responsi-
bility because they are dealing with other people's
property with no exact rule to follow although there
are definite rules applicable to the determination of the
cost new of physical property. There are other factors
enumerated by the court and admitted by all students
of the problem, the consideration of which principally
calls for the application of good judgment. This, of
course, must be based upon experience and a knowledge
of the organization, financing, construction and opera-
tion of properties similar to the one under considera-
tion. Moreover an appraiser, representing the public,
should be so fair and just in his deliberations that, in
case of doubt, he should render his decision in favor

GEORGE WESTON

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ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 6

of the party who would be most seriously damaged by
an error in judgment.

Original Cost

With respect to original cost, I do not concur fully
with the author's expressed views that where a long
period of time has elapsed, original cost can have but
very little, if any, appreciable weight in determining
the question of value. In many instances of construc-
tion temporary work has to be done, sometimes, involv-
ing large expenditures of money to care for other utili-
ties or to underpin buildings or to perform innumer-
able other necessary work. Such costs are legitimately
a part of the necessary investment but very likely would
be entirely omitted from a present value reproduction
cost based solely upon an inspection and inventory in the
field. Any original cost figures showing detail would
very likely include these extraordinary expenditures.
It is in this sense, I believe, that the courts have wisely
ruled that all these different factors should be consid-
ered.

Net Revenue

Net revenue has a material effect upon value, par-
ticularly sale value. It is quite impossible to conceive
of a person purchasing a property that by a fair analy-
sis of its gross earning and expenditure did not show
a fair return upon the contemplated investment. With
respect to interdependence between earnings and rates,
however, the established principle of a fair return upon
a fair value should preclude the reduction of value for
rate making by reason of the fact that the net earnings
were low or nil.

While we are on the subject of net revenue return
it might be well to discuss to some extent the economic
side of the problem. We have investment and a return
upon the side of the utilities and service upon the side
of the public. The utility is expected to furnish the in-
vestment necessary to enable it to give reasonable serv-
ice, and it expects, and everyone must admit, that it
is entitled to a fair return upon such investment. The
public regulation of rates is for the purpose of so ad-
justing the rates that provision can be made for reason-
able and necessary operating expenses, including re-
pairs, renewals, taxes, any franchise obligations and,
in addition, a fair return upon the investment. With
most utilities subject to regulation, it should only be
necessary to prove what such an operating rate should
be.

With urban street railways the question of rate is
fixed by ordinance and, in most cases, includes free
transfers. Such ordinances generally cover service and
other obligations, and contain forfeiture clauses. In
this connection it is needless for me to recite that in-
creased wages, increased cost of supplies, improved
equipment, higher service standards, extensions and
other improvements in the service, all necessary and
desirable, have tended to increase the operating ratio.
In fact, it has been necessary for many companies to
apply extreme efficiency measures in every department
to offset increased service demands and pay interest
obligations, but despite these, annual deficits are the
rule in many cases.

Many students of the utility problem believe the gross
receipts should be applied only to the cost of furnishing
service. This cost should include the up-keep of the
property, the provision of such reserve funds as may be
desirable, the welfare of the employees, and a fair re-
turn upon the investment, rather than divert some of
it to impair service and a fair return in the form of
contributions from the receipts to the cost of street pav-
ing, street cleaning and other municipal expense or by

paying compensation to the municipality. Let us either
have municipal ownership or not have it. The people
want service, the best they can get for the rate paid.
They should not be required to contribute toward
municipal expense or toward a purchase price in the
interest of municipal ownership, at least not until they
have received adequate service.

I think that economists have gone to the extreme in
many of these matters. Utility companies must be per-
mitted to earn a fair return upon their investment or
it will be impossible to influence capital to invest in ex-
tensions and improvements necessary to enable the com-
panies properly to take care of service demands. The
distribution of .the nickel should be confined to furnish-
ing service, the up-keep of the property, a fair return
upon the investment and the welfare of the employees.
If any portion of the nickel is diverted or utilized for
other purposes? the three graces, investment, service
and return, must suffer, and the public will pay the bill.

Franchises and Going Value

Franchises should be considered, their obligations and
concessions, if any, being taken into account. Many
different theories have been advanced with respect to
the consideration that they should receive in determin
ing value. Some claim that when franchises are valued
without direct or implied compensation other than the
performance of service, the utilities should not be
permitted to capitalize them because they would be
creating a value for which they made no real money in-
vestment. Others estimate that franchise value is equal
to the respective net profits of the utility operating
under it. Again, it is claimed that franchise value is
a part of going value, and Mr. Guernsey says that it
is worth at least what it would cost to obtain other
like franchises.

It is quite evident in case of sale from a willing
seller to a willing buyer that the character and length
of the unexpired term of the franchise would be factors
in determining the purchase price. It would seem that,
in the cost to reproduce new, it would be quite as proper
to include in value the estimated net earnings, or a por-
tion of them, for a reasonable period covering prelim-
inary and construction work, as to include any other
carrying charge. Or it would also seem proper, in the
case of condemnation, to allow a period equal to the
time it would require to litigate and obtain possession
through the courts.

Care must be taken, however, not to include such
items more than once through an inclusion of fran-
chise value in going value, or in percentages applied
to cover contingencies or omissions, etc.

Going value is probably one of the most elusive ele-
ments with which we have to deal in the valuation esti-
mate, but it is one of the factors that must be consid-
ered. It is generally confused with or considered a part
of other factors in the problem. I do not consider it an
important or controlling item.

Depreciation

In determining present value of any utility, cost
to reproduce new must first be found and then an esti-
mate made of the remaining wearing life in each piece
of depreciable property in per cent, or the converse must
be done, in order to determine the present value. This
procedure is necessary in order to be able to determine
properly further charges to renewals and to serve as
a guide in establishing adequate renewal reserve. The
reproduction value figure thus furnishes both amounts:
reproduction value undiminished by depreciation and
less depreciation. Therefore it is not a fundamental
factor in valuation work, which basis is the proper

February 5, 1916]

ELECTRIC RAILWAY JOURNAL

267

■one to adopt in determining value for rate making or
for capitalization. Cost new to reproduce, plus all
reasonable factors covering probable past investments,
should approximate the capitalization, it being under-
stood that the total value figure includes bond discount,
cost new undiminished by depreciation, etc., and should
be the "real equivalent" of the utilities investment.

The protection of the legitimate investment is a
fundamental economic principle, and the investor is en-
titled to the privilege of maintenance of its integrity,
and he should also be permitted to earn a fair return
upon every dollar of it until it is returned to him. Thus
it would seem that cost new undiminished by deprecia-
tion should be the figure used to determine value for rate
making. Certain analysts of the problem say that depre-
ciation is a reduction of capital value and that any cor-
rectly managed property carries a renewal or deprecia-
tion fund, consequently the investor has returned to him
the value of this depreciated capital, and its equivalent
amount should be deducted from capital in rate making.
I do not agree with that theory. Depreciation is a
lessening of property value but not a reduction in cap-
ital value. That is a feature of what is sometimes
called "going concern." For instance, a track may be
depreciated three-fourths of its wearing value, but it
is able to carry as many car wheels, car-miles or wheel-
tons as when new. It has not reached its failure point
in its depreciation, but the laws of safety and economy
provide that the track shall be renewed before it fails.

During all stages of its depreciation while in service
the track contributes as much toward producing the
gross earnings as when new.

Depreciation is an operating expense and should be
taken care of out of earnings, and replacements should
not be capitalized except for betterments, but the orig-
inal investment, including the value of all extensions
and betterments undiminished by depreciation, should
be considered as value to be supported by a fair return
and should be the value considered in rate-making.

Date of Valuation

The date of the valuation, as well as the date that will
govern unit prices, are matters to be determined in
each case after the purpose of the valuation and the sur-
roundings governing attendant facts are considered.
Ordinarily valuations are considered as of the present,
as if the work of creating a real property was to start
coincident with the valuation. However, in some in-
stances, time may have elapsed since some event oc-
curred that caused the valuation, making it advisable
to date back the valuation, and when frequent and sub-
stantial fluctuations in unit prices occur in the period
preceding the date of valuation, average prices are some-
times adopted, particularly for copper and like im-
portant and high-priced fluctuating items covering a
reasonable period of time. Set rules governing these
matters cannot be followed other than the general golden
rule — that prices should be fair and just.

What Constitutes Utility Value?

Many Illustrations Are Given by the Author to Show the
Practical Problems Involved in Determining the Value of a
Utility-Agreement on Fundamental Definitions Is Advocated
— Special Attention Is Given to the Subject of Depreciation

By PHILIP J. KEALY

Member Board of Control Kansas City (Mo.) Railways

MR. GUERNSEY'S paper is a
splendid exposition of a most
important topic and is what
might be expected from one who has
had the experience of Mr. Guernsey
in valuation work.

One method of determining value
upon which the author dwells at
ltngth is the cost of reproduction.
This theory, if consistently applied
without the trained, seasoned judg-
ment to which he refers several
times, will sometimes lead to erro-
neous if not ludicrous results. This
is, indeed, the situation regardless
of what premise or theory is adopted
in determinging the fair value of a
property furnishing public service.

Many modifications of this cost-
of-reproduction theory are necessary
in determining unit prices. It is
sometimes thought that present-day prices should pre-
vail. Again, the fair value is sometimes determined by
using average prices. There may be used, as was done
in the Chicago telephone appraisal, average trend prices
or, as in several large appraisals lately completed, the
unit prices may be ascertained by obtaining a weighted

♦Abstract of an address delivered at the mid-year meeting of
<he American Electric Railway Association on Feb. 4.

average covering the prices and
amounts of material during the time
while the major portion of the work
was being installed. Similarly, in
making an inventory, many per-
plexing questions arise which require
a departure from the cost-of-repro-
duction theory, if a logical conclusion
is to be drawn.

Recently, during one of the con-
ferences between the steam roads
and the valuation committee of the
Interstate Commerce Commission,
the question arose as to whether in
valuing grading, the same topo-
graphic conditions should be as-
sumed to prevail at the time of mak-
ing the appraisal as at the time of
the original construction of the road.
A case in point was where a gravel
pit, since exhausted, was on the
right-of-way of the Union Pacific Railway, whereas now
a haul of several hundred miles would be necessary to
obtain gravel. Therefore, even the cost-of-production
theory has many variations, and numerous modifica-
tions must be made to arrive at an answer that is at
all tenable.

On the "investment" theory, i.e., the cash and
securities actually invested in the plant, the method of

p. J. KEALY

268

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 6

determining the cost of the property is assumed by
some to be a method of determining the value of the
present physical property, and by others the actual in-
vestment that has been made during the life of the
property.

Again, many objections have been made to the
"accrued-deficit" theory, and many well versed in valu-
ation work assume that it will never hold in law be-
cause its conclusion is that the more prosperous the
company has been, the less is its value as a going con-
cern.

As to the element of going value, particularly that
part of going value that is intended to cover the cost
of attaching business, it has been frequently argued
that this should not be considered an element of value
for rate-making purposes for the reason that this cost
has generally been paid for out of earnings.

This objection is not proper, no more so than had
half of the legitimate capital charges been paid for out
of earnings. The real question is whether, after these
two items had been charged to the expense of opera-
tion instead of being capitalized (as properly they
should have been), the net income has represented a fair
return on the money invested. This immediately leads
to the determination of the basis of fair return on the
accrued deficit, or, as it is sometimes termed, the
"antigo basis," a method frequently used by the Wis-
consin commission in determining the amount to be
allowed for going value.

As modifications must be made, not only in the
methods of determining the inventory proper and the
unit prices applicable, so likewise in determining the
depreciation which has accrued in the physical prop-
erty, several methods must be used if a proper result
is to be obtained. Mr. Guernsey has criticised the plan
of ascertaining the amount of depreciation by age, life
or mortality tables, claiming that an actual inspection
is a more proper way. That may be true in many in-
stances, but his suggested method is in many others
entirely impracticable.

A recent appraisal with which I was connected en-
tailed the determining of the present value of 30,000
wood poles. There was no practicable method by which
the present condition of these poles could be determined
by actual inspection. The life of a pole depends largely,
if not entirely, on butt rot, and without digging up
the poles this condition could never have been ascer-
tained. However, by investigating the accounting
records of the company and determining the average
number of pole renewals over a period of some ten
years, and considering the known additions, it was a
comparatively simple matter to determine what the
average life of a pole was. This was done by means of
age or life tables entirely, and it could not have been
done by inspection. On the other hand, inspection is
probably the only way in which the conditions of a
rail or of a pavement can be ascertained.

Recently a street railway valuation was made which
was subsequently adopted in a franchise grant, ratified
by a vote of the people and approved by a state com-
mission, wherein all of these methods were employed
and wherein all of them led practically to the same
result. I refer to the appraisal and report made on the
value of the Kansas City street railway system by
Bion J. Arnold in 1912. This, in its way, is probably
the most comprehensive valuation report which has yet
been made on an American utility. The report has
been frequently discussed in the technical press.

Mr. Guernsey has well brought out the different
viewpoints as to what constitutes value. It is simply
appalling to attempt to read the mass of material which
has been written on this subject within the last two

years, the impetus probably being the tremendous
amounts involved in the valuation of steam roads now
being made and the importance of that work. Mr.
Guernsey's paper is unique in one respect, however, for
it is the first paper on valuation or any kindred topic
that I have read in some little time which has not in-
troduced a "pet phrase" to describe something which
we have all been accustomed to discuss under some
other name.

Those who attended the conference held last No-
vember in Philadelphia under the auspices of the Pub-
lic Utilities Bureau, or who have had the opportunity
to read the proceedings of that bureau, must have
been struck with the confusion in practically every
article in the use of terms. The same term was used
to express different ideas or different terms used to
express the same idea. This hopeless confusion is
rapidly getting into the court records. This is but
natural for, as C. A. Prouty of the Interstate Com-
merce Commission has well pointed out, the subject is
really an economical one, this determination of value.
Yet we have the usual spectacle of accountants, engi-
neers, consultants, financiers and lawyers arguing be-
fore juries, attempting to arrive at the solution of
what we all agree to be an economic problem. Each
uses his own pet phrases to convince the other fellow
and the result is that the court becomes hopelessly
confused, as a perusal of the judicial decisions to
date will well prove. Thus we find a court in Idaho
setting out at great length the reason for a decision
which is absolutely contrary to the decision of a New
York court set forth with even more lengthy reasons.

No valuation paper or discussion thereof is complete
without a reference to the Supreme Court decision in
the Knoxville case. To this date there have been ar-
ticles written, whose aggregate length would be sev-
eral hundred times the length of that court decision,
attempting to prove or disprove what that court meant
when it used the words, "depreciation which has come
from age and use." We find one state commission
using this decision as a precedent for an adverse de-
cision, whereas the plaintiff in the proceeding was using
the same case in his brief as a reason why the decision
should be in his favor. Now, why does all of this con-
fusion exist and how can it be corrected? It never can
be cleared up until the various engineers, societies
and consultants and, if you will, the American Bar
Association, meet together in a national conference
and agree on a definition of the terms usually employed
in this work, leaving the theories to those who will
employ them.

At the recent meeting of the valuation committee of
this association held in New York on Jan. 25, it was
suggested that the executive committee should take
this matter up with the valuation department of the
Interstate Commerce Commission and that a conference
should be held and participated in by all organizations
at interest to agree, if possible, upon a code of defini-
tion of terms generally used in valuation work. When
this has been done I am satisfied that practically three-
fourth of the differences now existing among engi-
neers, lawyers, accountants and the courts, on the
subject of valuation, will be eliminated. Until such defi-
nitions are arrived at there will be no possibility of
clearing up the confusion which now exists. I sincerely
hope that, as a result of this discussion, the executive
committee of the American Electric Railway Associa-
tion will take the initiative in this matter. Even if it
fails in accomplishing all that is desired, a step in the
right direction that will be approved by all who have
any direct or indirect connection with valuation work
will have been taken.

February 5, 1916]

ELECTRIC RAILWAY JOURNAL

269

Proceedings of the Mid- Year Meeting

Chicago Meeting Highly Successful — Banquet a Brilliant Affair — Plan
for Effecting Closer Relations with Manufacturers' Association Adopted —
Several Important Executive Committee Meetings Held in Connection
with Convention — Appointment of National Defense Committee Authorized

THE mid-year meeting of the American Electric
Railway Association was held in the Florentine
Room of the Congress Hotel on Feb. 3, and the
morning session was opened at 10.45 a. m. with Presi-
dent Henry in the chair. An opening address was to
be presented by Mayor Thompson, but he was unable to
attend, and President Henry asked James H. McGraw,
chairman committee on resolutions, to present resolu-
tions on the death of Calvin G. Goodrich of Minneapo-
lis. Mr. McGraw read the following resolutions, and
they were unanimously adopted by the association.

"Calvin G. Goodrich, president of the Twin City
Rapid Transit Company, died on Dec. 21, 1915. In his
death the American Electric Railway Association loses
one of its great men, a pioneer of the industry under
whose leadership a magnificent electric railway system
has been built up in and about Minneapolis and St.
Paul. His influence has been felt not alone in the busi-
ness which he developed but in the affairs of this asso-
ciation and in those public relations with his own com-
munity which he so well served. Mr. Goodrich brought
to his task those qualities of broadmindedness and an
innate sense of justice combined with a charming per-
sonality, a generous heart and a sympathetic nature
which endeared him to all with whom he came in con-
tact. Beloved by every member of his staff, he had their
fullest co-operation in the furtherance of his policies
and ideals. He had, as well, a host of friends both in
and out of the industry who will cherish their friend-
ship with him as one of the most precious of their re-
membrances. In spite of the many demands upon him
as the active head of a large railway system, Mr. Good-
rich was always willing to give as much of his time and
energy as was necessary to further the interests of
this association, whose welfare was close to his heart.

"He was a member of the executive committee of
this association during the critical time of its reorgani-
zation and then, as well as later as second vice-presi-
dent, first vice-president and president, his wise counsel,
loyal support and active leadership were of the greatest
assistance in solving the difficult problems which con-
fronted the association at that time. It is in apprecia-
tion of this man of the electric railway industry and
of his work that this association hereby resolves that
this record of his contribution to his business to the
association and the public welfare be spread upon the
minutes of this association and that a copy be sent to
his family. James H. McGraw, chairman,

John J. Stanley,
George H. Harries."
President Henry then said that presentation of the
report of the committee on recommendations and the
address of the president would be postponed until later
and asked Mr. Guernsey to present his paper on valua-
tion, which appears in abstract on another page. In
the presentation of this paper Mr. Guernsey did not fol-
low the text closely but explained and discussed points
made in the paper and mentioned examples to describe
the various elements which would be considered by a
purchaser of any piece of property. He pointed out
that regulatory commissions are not courts but legisla-
tive bodies and that they can properly apply to this

question the same broad principles which would be ap-
plied by business men in studying a business question.
Such men would take into account all of the factors of
value that he had mentioned. The report of Mr. Guern-
sey's paper that is published elsewhere is an abstract
of the paper as prepared in advance of the meeting and
distributed to the press.

At the conclusion of Mr. Guernsey's address George
Weston, engineer Board of Supervising Engineers Chi-
cago Traction, presented a discussion upon it.

At the conclusion of Mr. Weston's paper Mr. Kealy
presented his paper. The association then adjourned
for lunch.

At 2:15 o'clock the association was again called to
order. President Henry introduced Harry B. Miller,
city prosecutor of Chicago, representing Mayor Thomp-
son. Mr. Miller presented an address of welcome on
behalf of the municipality. He spoke in highest terms
of the fairness of the management of the Chicago ele-
vated and surface lines. As an instance, he said that
the city health commissioner had recently informed him
that the surface railways were preparing to spend
$200,000 for improved ventilation on their cars alone.
That spirit was appreciated by the people of Chicago.
He felt sure that whatever work the association did
would redound to the benefit of the public.

The discussion on the rate of return was then opened
with Mr. Mortimer's paper, read in his absence by F.
W. Doolittle, formerly director of the bureau of fare
research of the American Association. This was fol-
lowed by a paper by D. J. McGrath of the Massachu-
setts Institute of Technology, who, in the absence of
Professor Jackson, described the work of the depart-
ment of fare research of that institution. These papers
appear in abstract elsewhere in this issue.

L. S. Storrs, vice-president of the Connecticut Com-
pany, then read "Competition with Other Investments,"
by Orlando B. Willcox, also abstracted elsewhere.

Arthur W. Brady next introduced his amendment of
the proposed amendment to Sec. 3, Art. 3, of the con-
stitution and Act. 14 of the by-laws, whereby manu-
facturers would have equal privileges with the elec-
tric railway members. Mr. Brady's amendment broad-
ened the term manufacturers to include engineers, pub-
lishers, etc., and also amended the dues so that com-
panies with gross receipts from railway business under
$50,000 would pay $25 ; companies between $50,000 and
$1,000,000 in receipts, $125; companies of $1,000,000
to $6,000,000 in receipts, $325; companies of $6,000,-
000 to $10,000,000 in receipts, $525; companies with
more than $10,000,000 in receipts, $750.

Mr. Brady said that the problems of the industry
were of different character than in past years. Ques-
tions like valuation and rate of return left no line of
cleavage between the manufacturer and the railway.
Although the two associations had worked together as
closely as two independent bodies could, it was better
to have them work as one. The plan meant no inter-
ference with the Manufacturers' Association, but sim-
ply that all manufacturers who so desired could become
members of the American Association upon the basis
of equality with the railway members.

270

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 6

W. F. Ham, vice-president of the Washington Rail-
way & Electric Company, approved the plan, but from
what a number of the manufacturers had said to him
he judged it would be wise not to hasten matters
unduly.

Gen. George H. Harries said there was some misap-
prehension in the proposal of the association. It was
an invitation to manufacturers to become members in-
dividually and had no reference to the Manufacturers'
Association as an organization. The proposal had been
favored from its earliest stages by Messrs. Lovejoy,
Tripp and other representatives of large manufac-
turers. It was a question for the American Associa-
tion to decide whether the great forces of the manufac-
turing end should be allied with the railways in the
larger problems that now engaged their attention. In
the past the association had failed to utilize fully the
brains of the manufacturers.

Miles B. Lambert of the Westinghouse Electric &
Manufacturing Company favored further consideration
of the subject, and asked whether the present privi-
leges of the Manufacturers' Association would be af-
fected by the proposed plan.

President Henry, in reply, said the amendment had
been more misunderstood and more misstated than the
quarrel in the Garden of Eden. The real question was
wheuier or not all the great industries, represented in
the Manufacturers' Association, now 371 in number,
should be invited to go share and share alike with the
railways. For years the work of the Manufacturers'
Association had been confined to the convention exhibit
and entertainment. The amendment simply proposed
to make law what the association had done as a matter
of expediency for the last three years in placing repre-
sentatives of three great manufacturing industries on
the public relations committee.

If the manufacturers thought it wise to maintain the
present Manufacturers' Association, there was nothing

to prevent it, but to try to keep the present proposal
from going through was like trying to prevent the sun
from moving. There was a time when the manufacturers
themselves had asked to come in, but their application
had been rejected. The manufacturers had even been
refused admission to the meetings.

Mr. Ham, who resumed the floor, said that the manu-
facturers did not object so much to the nature of the
plan, but to the way in which it had been presented to
them. In reply, Mr. Brady reiterated that there was no
intention of subordinating the Manufacturers' Asso-
ciation.

James H. Drew of the Drew Electric & Manufacturing
Company, Indianapolis, Ind., said that he would pre-
fer personally to have the original dues proposed, for
under the Brady amendment he would have to pay $100
a year because he was above $50,000 but below $500,-
000. He would be glad to accept the honor of Ameri-
can Association membership without relinquishing
membership in the Manufacturers' Association, but it
would be a burden to belong to both.

B. A. Hageman, New York, said the invitation of the
American Association was a compliment to the manu-
facturers, but it was not clear in his mind what the
status of the Railway Manufacturers' Association would
be. That association had done great and admirable
work for many years. If the Manufacturers' Associa-
tion was to be allowed to keep up this work he would be
fully satisfied to co-operate, but he would not care to see
its independent position sacrificed.

In reply General Harries repeated that the amend-
ment simply covered an invitation to individuals from
the American Association and had nothing to do with
the Manufacturers' Association. On motion the amend-
ment with the changes proposed by Mr. Brady was
adopted unanimously. On motion also the remaining
papers on rate of return were not read, but were or-
dered printed. The meeting was then adjourned.

Executive Committee Meetings

AMERICAN ASSOCIATION
The meeting of the executive committee of the Ameri-
can Electric Railway Association was held at the Con-
gress Hotel, Chicago, on Feb. 3. Those present were:
Charles L. Henry, president; L. S. Storrs, first vice-
president; John J. Stanley, third vice-president; T. P.
Kilfoyle, president Accountants Association; John Lin-
dall, president Engineering Association; R. E. Mc-
Dougall, first vice-president and acting president Claims
Association; Arthur W. Brady and George H. Harries,
past presidents; J. R. Lovejoy, member of special com-
mittee on recommendations in president's address; H.
C. Donecker, former secretary, and E. B. Burritt, secre-
tary and treasurer.

The subjects discussed at the morning session in-
cluded the proposed consolidation of the Manufacturers'
Association, company membership and means of get-
ting new members. The secretary reported the organi-
zation of two new sections and that work was progress-
ing on the organization of other new sections. The
design of a company section emblem to be sold for $1
or less was approved. On motion of General Harries
the committee approved the appointment of a special
committee to co-operate with the War Department in
regard to matters of national defense and the part
which electric railways might play therein. General
Harries will recommend the personnel of the committee.
A committee on resolutions, consisting of James H.
McGraw, George H. Harries and John J. Stanley, was
appointed.

The final report of the director of the bureau of fare
research was received and a committee consisting of
James D. Mortimer, H. C. Donecker and E. B. Burritt
was appointed to determine the price at which the book
compiled by the bureau of fare research should be sold.

The executive committee approved the application of
five new member companies as well as 395 applications
for individual membership. The president was author-
ized to appoint a committee to select the place of meet-
ing for the 1916 convention. This committee will con-
sist of five members and will be announced later.

The various affiliated associations presented progress
reports of their various committees, and similar reports
were submitted of the work of the committees of the
American Association.

ACCOUNTANTS' ASSOCIATION
A meeting of the executive committee of the Ameri-
can Electric Railway Accountants' Association was held
at the Congress Hotel, Chicago, on Feb. 3. Those in
attendance were T. P. Kilfoye, Cleveland, president;
L. T. Hixson, Indianapolis, Ind.; G. G. Whitney, Wash-
ington, D. C; M. R. Boylan, Newark, N. J.; H. B.
Cavanaugh, Cleveland; F. R. Sillick, New York, and
F. E. Webster, Haverhill, Mass. The resignation of
H. A. Culloden, Los Angeles, Cal., as second vice-presi-
dent, was received, and J. A. May, auditor Connecticut
Company, New Haven, was appointed in his place.

The president then submitted the following list of
committees of the association for the coming year:

February 5, 1916]

ELECTRIC RAILWAY JOURNAL

271

Standard classification : H. L. Wilson, Boston, Mass.,
chairman; W. F. Ham, Washington, D. C. ; W. H.
Forse, Jr., Anderson, Ind. ; R. N. Wallis, Fitchburg,
Mass.; P. S. Young, Newark, N. J.

Education: George G. Whitney, Washington, D. C.,
chairman; F. J. Pryor, Philadelphia, Pa.; F. B.
Lasher, New York; N. E. Stubbs, Baltimore, Md. ; G.
H. Caskey, Hampton, Va.

Representatives to convention of railroad commission-
ers: W. F. Ham, Washington, D. C. ; C. S. Mitchell,
Pittsburgh, Pa. ; I. Fullerton, Detroit, Mich.

Accounting definitions: E. D. Gault, Reading, Pa.,
chairman; James Adkin, St. Louis, Mo.; George A.
Harris, Gloversville, N. Y. ; S. C. Stivers, New York ;
J. Gerry Dobbins, New York.

Passenger, express and freight accounting: Walter
Shroyer, Anderson, Ind., chairman; E. L. Kasemeier,
Springfield, Ohio; H. H. Reed, Boston, Mass.; R. J.
Clark, Kansas City, Mo.; T. B. MacRae, Chicago, 111.

Claims-accounting, as representing the Accountants'
Association : H. J. Davies, Cleveland, Ohio, chairman ;
George B. Cade, Asbury Park, N. J. ; H. S. Swift, Pitts-
burgh, Pa.

Engineering-accounting, as representing the Ac-
countants' Association: F. H. Sillick, New York, chair-
man; C. E. Murray, Toledo, Ohio; Charles H. Lahr,
Akron, Ohio; J. C. Collins, Rochester, N. Y.; H. A.
Gidney, Boston, Mass.

Life of railway physical property, as representing
the Accountants' Association : R. N. Wallis, Fitchburg,
Mass., chairman; A. R. Patterson, Boston, Mass.; J. N.
Smith, Toronto, Ont.

Transportation-accounting, as representing the Ac-
countants' Association: A. E. Dedrick, Youngstown,
Ohio, chairman; George W. Kalweit, Milwaukee, Wis.;
W. 0. Ingle, Rochester, N. Y.

These appointments were approved by the executive
committee. The committee also took up the question
of subjects.

CLAIMS ASSOCIATION

A meeting of the executive committee of the Claims
Association was held at the Congress Hotel on the af-
ternoon of Feb. 3. The chief purpose of the meeting
was the selection of an acting president to serve in the
place made vacant by the resignation of George Carson
of Seattle, who was elected at the San Francisco con-
vention but who has since severed his connection with
the Puget Sound Traction, Light & Power Company.
The executive committee, which has power to elect an
acting president, did so by the choice of R. E. Mac-
Dougall, claim agent New York State Railways, Roch-
ester Lines, the first vice-president of the association.

The executive committee also appointed H. D. Briggs,
assistant claim agent Public Service Railway, Newark,
N. J., to take the place on the executive committee made
vacant by the resignation of P. C. Nickel, formerly
claim agent New York Railways. The other most im-
portant action of the executive committee was the re-
ceipt of the report of the subjects committee, of which
H. G. Winsor, of Tacoma, is chairman. Other subjects
had been suggested by individual members and were
considered by the committee.

The Banquet

The banquet in the evening was held in the Gold
Room of the Congress Hotel, which was attractively
decorated for the purpose. The main floor and the gal-
leries were occupied with tables, so large was the de-
mand for tickets. At 9.30 p. m., after the repast of
the evening, Charles L. Henry, president of the Ameri-
can Association, arose and made the opening speech
on the present and future of the Association. This
appears upon another page in this issue. He then in-
troduced Thomas Finigan, president of the Manufac-
turers Association, who presented a brief address in
part as follows:

"It has been said of Mr. Henry that he is the father,
or originator, of the use of the word interurban as
applied to electric railways, and I am sure that he is
proud of the distinction. But I also know that you will
agree with me that he is to be complimented for having
acted as a father by presiding at what has proved to
be one of our most successful midwinter meetings. The
joint committee on arrangements is also to be com-
mended for its untiring efforts, particularly for making
it possible for us to be honored by such distinguished
guests from whom we are to hear later. It has been
said that 'of all inventions the alphabet and printing
press alone excepted, those which abridge distance have
done the most for civilization,' and this is truer to-day
than ever.

"The industry you control and represent, that of
supplying transportation facilities, is so great that few
men outside of the railway business comprehend the
magnitude of its problems and its service. Even those
who are engaged in the work are amazed at the credit-
able way in which you solve many intricate problems.
You are advancing the character of the service being
rendered, and doing your work well, although the way
is seldom clear of difficulties. The youngest among us

can readily see how more and more perplexing your
problems are becoming.

"The business of supplying transportation is not a
stable, settled industry. True, as in other lines of en-
deavor, success in this business depends largely upon
clear thinking, followed by hard work, but do you know
of any other industry in which success so largely rests
upon co-operation? Happily, there has been and is co-
operation in the industry of which we, the manufac-
turers, are a part. Co-operation has done much to clear
away the cobwebs that otherwise might have interfered
with a full, clear vision of the best methods for jointly
solving the intricate problems of the American electric-
railway transportation industry.

"Now, the field widens! With the progress of the
years it has become evident to all of us that each can
render greater service to the other. The relation now is
more binding than that of buyer and seller. We are
partners, working for the sucess of an industry that
has achieved much, but yet has more to do.

"The railway man is welcome to every aid that the
hearts and hands of the manufacturers can render. We
gladly share your belief that co-operative methods are
best in spreading the gospel of fair play and fair re-
turns for public utilities. Closer relationship will mean
much to the manufacturer. It will mean more than in-
creased sales. It will mean that that manufacturer who
earnestly helps the railway fight its battles will, as a
result, be a better man to fight his own battles.

"Mr. President and Gentlemen, I am sure I speak
for every manufacturer of the electric railway industry
when I say that we are anxious to make our co-operation
a real co-operation ; that we earnestly desire to assist
the railways to the fullest extent of our power, and
that we stand ready to assume our full share of the
battle for the full rights of the industry."

272

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 6

The third speaker was Judge Jacob M. Dickinson,
former Secretary of War, who introduced the guest of
the evening, Senator Underwood, in a short address.
Judge Dickinson touched upon the crisis now before the
nation and the need for united purpose, regardless of
party. He also spoke of the familiarity of Senator Un-
derwood with the important problems of the country.
The address of Senator Underwood, which followed, ap-
pears in abstract elsewhere in this issue. Although this
speech referred in part to steam railroad conditions,
many of the points made were equally applicable to elec-
tric railway conditions, and the Senator's remarks
elicited great applause. The banquet closed at 11.15
p. m., all of the diners singing "America."

The Public Service Repair Shops *

The Author j Describes the General Characteristics
and Special Equipment of Various Classes
of Repair Shops

BY R. H. HARRISON

Mechanical Department Public Service Railway of New Jersey

THERE are three different types of shop in the
mechanical department of the Public Service Rail-
way, which, it may be said, is the result of the combina-
tion of some seventy distinct transportation companies,
each of which originally had its own shop equipment.
These shops may be classed as (1) general repair, (2)
overhauling and inspection, and (3) inspection. At the
general repair shops all car-body overhauling is done,
and all heavy accident repairs are made. All cars, auto-
mobiles and wagons belonging to the railway company
are painted at these shops, which are equipped with the
necessary wood-working machinery to do all the mill
work for the system. Wheels and gears are bored and
mounted on axles, armatures and fields are wound and
repaired, and all extraordinary work is taken care of.
On the Public Service Railway one of the two general
repair shops does no inspection work and very little or-
dinary overhauling, but on the other hand, it does a
large amount of manufacturing work and extraordinary
overhauling which is not done at any other location.
During the last four years, on the average, forty cars
per year have been built, and trucks, motors and com-
pressors are stripped and rebuilt. Also, old passenger
cars are converted into service cars, and there is done
all miscellaneous work for which the other shops are not
equipped or which can be done better and more eco-
nomically at the larger shops.

Shops of the second type are used for overhauling and
inspection, and all cars operating from the particular
carhouse at which the shop is located are inspected once
each week and any necessary light repairs are made.
When it is found on the weekly inspection that a car is
in need of a thorough overhauling, this work is also
done in the shops. Within the last few years a number
of new shops of this class have been built by the Pub-
lic Service Railway, and for these a standard equipment
has been adopted. This consists of a wheel grinder,
wheel changer, electric car hoists, jib cranes with pneu-
matic hoists, pit jacks, forge and anvil, power hammer,
lathe, shaper, commutator slotter, pinion puller, bolt cut-
ter, carborundum grinding wheel and the necessary
benches and small tools. There is also a compressed
air system and a system of overhead traveling hoists
over the lathe, slotter and pinion puller, this providing
means for handling armatures and other heavy parts
on which work is to be done. Storerooms are also pro-
vided for storing oil and supplies.

•Abstract of a paper presented before the Public Service Com-
pany section of the American Electric Railway Association, Jan.
20, 1916.

The third type of shop, used for inspection only, has
little or no equipment as a rule. At these places cars
are inspected weekly, but only very light repairs are
made, such as replacing trolley wheels, controller fingers,
etc. All heavy work on the cars served by such shops is
done at the overhauling shops.

Among the special equipment installed in the over-
hauling and inspection shops the car hoist is worthy of
comment. On the Public Service Railway the electric
car hoist that is used has the advantages of being out
of the way when not in use and acting as a permanent
support for the car body when the trucks are removed.
At the same time, it is simple to operate and requires
little attention. It consists of two steel beams, one on
each side of the car, which are raised by four steel
screws electrically operated through a combination of
bevel gears and worm wheels. Two pieces of old T-rail,
one at each end of the car, rest on these beams and
raise the car body. As near as I have been able to as-
certain, the first hoist of this particular type was de-
signed and built by the mechanical department of the
Public Service Railway in 1905. Since then, a number
of other companies have adopted this machine with
slight modifications.

Another machine which has proved very useful is the
car-wheel changer. With this the time necessary to
change a pair of wheels has been greatly reduced, as it is
only necessary to run a car over the machine, remove the
axle caps and pedestal tie rods, block up the motors and
trucks, and lower the wheels into the pit. Here they
are replaced with a new pair of wheels, which are then
raised into position. The standard car-wheel changer
that is installed in a number of the Public Service Rail-
way shops was designed and built by the mechanical
department. In this machine two short pieces of rail
supported by four screws are raised and lowered
through a system of gears by an electric motor. This
is located in the pit, and the pieces of rail fit into places
where pieces of equal length have been removed from
the track in the shop floor, so that a car may be run
over the machine as though the track were continuous.
Track is provided also in the pit, so that wheels may
be stored there.

The car-wheel grinder is another great labor-saving
machine that has been installed in a number of Public
Service Railway shops. The company has a great num-
ber of flat wheels during the year because of improper
braking and other causes, and these flat spots must be
removed. Many railway companies take their wheels
out of the car to grind them when they become flat,
others try to true them up in service by the use of a
special abrasive brakeshoe, others apparently let them
run until they get square and then scrap them. The
Public Service Railway has found that the most eco-
nomical method is to run the car over a grinder and
make the wheels round again. With this machine the
car motor is jacked up, raising the wheels off the track.
A short piece of track under the wheels to be ground
is then removed and the car motor is used to turn the
wheels while a carborundum wheel is brought up from
below to do the grinding. This wheel grinder was also
designed by the Public Service Railway Company's me-
chanical department, although it is built outside and
sold under a trade name.

The hospital and health board of Kansas City, Mo., has
called in nine badges being used by various persons as
free street car transportation, the special ordinance
providing that only fifty such badges shall be so used.
About sixty are said to be out for such purpose. The
persons holding the badges have commissions from the
police department.

February 5, 1916]

ELECTRIC RAILWAY JOURNAL

273

Award of the Anthony N. Brady
Safety Medal

Union Traction Company Receives Medal with Honor-
able Mention for the Elevated Railroads of
Chicago — Design of New Medal Is Shown

AT the annual meeting of the American Museum of
Safety, held in New York on Feb. 3, the Anthony
N. Brady gold medal was awarded to the Union Trac-
tion Company of Indiana. On recommendation of the
company the silver replica of the medal went to H. A.
Nicholl, general manager, as the individual who had
contributed roost to the success of the company along
safety lines, and the bronze replica to John E. Hancock,

H. A. NICHOLL JOHN E. HANCOCK

a motorman, who had also signally contributed to this
success. The medals were presented by Arthur Williams,
general inspector New York Edison Company, president
of the American Museum of Safety.

The conditions of award of this medal were pre-
scribed by a committee of the American Electric Rail-
way Association, consisting of Arthur W. Brady, An-

ANTHONY N. BRADY MEMORIAL MEDAL

derson, Ind., chairman; Wilbur C. Fisk, New York;
C. S. Sergeant, Boston, and W. H. Tolman, New York.
The committee on the award comprised Bion J. Arnold,
Chicago; Will J. French, San Francisco; James H.
McGraw, New York; George F. Swain, Cambridge,
Mass.; Frank R. Ford, New York, and W. H. Tolman,
New York.

The appearance of the face of the medal is indicated
in the accompanying illustration. A preliminary design

for this medal was reproduced in the issue of the
Electric Railway Journal for Jan. 30, 1915, page
239, but this design was not satisfactory to the Brady
family and consequently there were no medals struck
last year.

In connection with the award of the medals honorable
mention was accorded to the Elevated Railroads of Chi-
cago, Britton I. Budd, president, a close second in the
contest. Special mention was also made of the safety
work of the Peninsular Railway and San Jose Railroad,
Paul Shoup, president, and of the Columbus (Ga. ) Rail-
road, Charles F. Wallace, president.

Commissions Give Valuation Views

Oppose Finding of Ultimate Value — Argue for Original
Cost and Declare Reproduction Cost to
Be Discredited Call Claims for
Intangibles Absurd

DISAGREEMENT with the steam railroads in re-
gard to federal valuation was the common ground
on which the various state commissions met at the
valuation conference in Washington on Jan. 26-28,
called by the Interstate Commerce Commission. The
discussion was based on the brief recently filed by the
National Association of Railway Commissioners, those
of four state commissions, California, Oregon, Kansas
and Minnesota, and the answering brief of the carriers.

As summarized by Max Thelen of California, at the
close of the conference, the main contentions of the
states are: (1) That the valuation act does not re-
quire an ultimate finding of value, but merely classified
statements of the evidences of value; (2) that original
cost to date must be found, estimates being made where
exact figures are not available; (3) that reproduction
cost new must be found on a national basis (the states
disagreeing with each other as to the national basis, but
agreeing that the carriers' basis is irrational) ; (4) that
accrued depreciation must show in reproduction cost
less depreciation; (5) that the reproduction cost of land
cannot exceed the normal market value, and (6) that
intangibles should be discussed further when the car-
riers have stated how they shall be valued.

At the opening of the conference Mr. Thelen stated
that the framers of the valuation act had not sought to
have the report of the Interstate Commerce Commission
show more than the elements or evidences of value; that
value depended upon the purpose for which it was to be
used; that value for rate-making purposes depended on
much that no inventory could show, such as the value of
the service, past earnings and many other elements, and
that with no rate before it and no standard, which the
Supreme Court must set, to measure the relative weights
of even the known evidences of value, no value could be
found. In regard to intangibles Mr. Thelen held that
the claims of the railroads to date under this head were
absurd, and they did not agree among themselves as to
the definitions of these elements and had not suggested
how they were to be determined.

A. E. Holm of Kansas deplored the efforts he thought
the railroads had made to evade and conceal original
cost. He held that whatever could not be found exactly
by the records should be estimated. He contended that
reproduction cost had been definitely rejected by the
Supreme Court in the Minnesota rate case ; that capital-
ization could not be the basis of value, and that original
cost was the only thing left and all that should be con-
sidered. Like some of his confreres he thought repro-
duction cost was a useless figure, which would not have
been called for if the valuation act had been passed
after the handing down of the Minnesota decision.
To prove that the state commissions are right in their

274

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 6

contention that accrued depreciation must be taken into
account in reproduction cost less depreciation, E. C.
Niles of New Hampshire quoted from numerous de-
cisions of the state commissions themselves. Even so
there appeared to be much division of opinion. In fact,
as W. C. Brantley, counsel for the carriers, later pointed
out, seemingly the main deduction to be derived was
that the question of depreciation in the minds of courts
and commissions is in a chaotic state.

For the railroads G. S. Patterson insisted that they
were in agreement with the states on many of the issues
raised. He held that the carriers desired the recording
of expenditures for additions and betterments made
from earnings, surplus or depreciation reserves, and
that they had never opposed the ascertaining of original
cost, relying within reason upon estimates. The car-
riers, he said, also recognize the importance of attach-
ing the proper weights to the elements of value, and
think this can await the completion of the inventories.
S. Robinson commented on the fact that the state com-
missions had in the last year changed their views re-
garding overhead expenses in reproduction cost. He in-
sisted that the Minnesota rate decision did not condemn
reproduction cost, but only that particular presentation
of it.

George Westinghouse Tablet

Veteran Employees of the Westinghouse Company
Present Memorial of Their Founder

THE Veteran Employees' Association of the West-
inghouse Electric & Manufacturing Company, at
its third annual banquet, held on Saturday evening,
Jan. 29, in the Fort Pitt Hotel, Pittsburgh, presented
to the company a handsome bronze memorial tablet of
the late George Westinghouse. This organization is
composed of those who have been in the employ of the
company for twenty years or more, and about 450
veterans were present.

The memorial tablet is approximately 4 ft. x 3 ft.,
made of solid cast bronze, and weighs about 300 lb. It
shows a bas-relief likeness of Mr. Westinghouse, seated
in an armchair, and bears the inscription, "George
Westinghouse, Master Workman, Inventor, Founder,
Organizer, 1846-1914." It will be placed in the recep-
tion room of the East Pittsburgh works of the Electric-
Company.

Addresses were made by a number of veterans, former
associates of Mr. Westinghouse. Guy E. Tripp, chair-
man of the board of directors, in accepting the tablet
on behalf of the company, said in part:

"History is little more than a biography of great
men, and admiration and emulation of them is the
real foundation of advancing civilization. History has
been enriched by the life of George Westinghouse, and
if we, his associates, have not received some benefits
in our lives, if we have not been encouraged by his
example of the courageousness, if we have not been in-
cited to new efforts by his perseverance, then we should
regret having neglected our opportunities. It was an op-
portunity to have observed his unfettered methods of
work — unfettered because he could labor at the details
without being swallowed up by them, and he could deal
comprehensively with the whole without vagueness. He
instinctively knew the essential point and swept all
other matters aside as of minor importance."

In addition to its regular steam service, the Florida
East Coast Railway, Jacksonville, Fla., is operating
a gasoline-electric car in regular service from Jackson-
ville to Pablo Beach, through Atlantic Beach and May-
port.

Removing Restrictions on Foreign
Trade

At New Orleans National Foreign Trade Convention
Delegates Discussed Need of Government Co-
operation in Developing Foreign Trade

THE removal of legal restrictions now hampering
foreign trade development was a recurring theme at
the third national foreign trade convention, held in New
Orleans on Jan. 27-29 under the auspices of the Na-
tional Foreign Trade Council. It was shown that the
three chief agencies needed for the extension of our
foreign trade — American investment and banks in for-
eign lands, co-operation between manufacturers and a
merchant marine — are each prevented from playing
their full part by adverse federal laws.

In the meeting which discussed foreign banking, the
handicap imposed by the federal reserve act, which
prevents member banks from subscribing to the stock
of other banks even though formed for operation in
foreign lands, was discussed, and the delegates present
indicated plainly that they favored an amendment which
would remove the restriction. The legislation adversely
affecting co-operation between manufacturers who de-
sire to extend their export business was the theme of
an able paper by M. A. Oudin, manager foreign depart-
ment General Electric Company. He showed that the
anti-trust laws do not discriminate between foreign
and domestic business in prohibiting co-operation.
Finally, Capt. Robert Dollar told graphically how the
seamen's law has driven American shipping from the
Pacific and how the high operating costs entailed by
it prevent the development of a merchant marine. The
sentiment of the delegates was that the restrictions
affecting all three necessary features for foreign trade
development should be removed.

Aside from these three outstanding features of the
convention, the function which a large foreign trade
plays in stabilizing domestic industry was repeatedly
pointed out. Mr. Oudin, for example, said: "Co-opera-
tive foreign efforts would help keep our factories run-
ning at 100 per cent capacity." This stabilizing feature
of foreign trade was very keenly appreciated.

Frank A. Vanderlip, president of the National City
Bank, New York, gave another angle to the importance
of foreign trade. He pointed out that this country is
piling up tremendous gold reserves, while at the same
time European gold reserves are being depleted. After
the war the foreign countries will direct their attacks
on the reserves here. The best way to safeguard them
is by building a huge foreign credit here, and that can
be accomplished only by a large volume of foreign trade.
Mr. Vanderlip, as well as other speakers, pointed out
that the present is the psychological moment for foreign
trade expansion, not only because of the adverse con-
ditions affecting European nations, but because of the
need of preparation here for what depression may come
after the conclusion of the world conflict.

In discussing foreign trade James A. Farrell, presi-
dent United States Steel Corporation, said that it is as
much in the interest of the workman as his employer
that provision be made for a steady sale abroad of the
products of the mechanical industry of the United
States. In fact, the foreign business in many corpora-
tions, since the war began, has been their greatest asset,
and the only justification for the operation of their
plants on full time. As to investments abroad, Mr.
Farrell stated that foreign investment is a commercial
preparedness measure, a source of protection for the
whole industrial fabric of the country, should the world
recede to political-commercial policies of trade restric-
tion. It is an element of strength in the influence of

February 5, 1916]

ELECTRIC RAILWAY JOURNAL

275

this country as a nation, should a wiser instinct realize
that the true guarantee of the world's peace is the pro-
vision of equal opportunity for all.

Prof. H. C. Emery made a plea for a "bargaining"
tariff and pointed out that anti-dumping legislation
would be of no avail, for even if European manufac-
turers should sell over here at their foreign cost plus a
reasonable profit, this country would not, in many arti-
cles, be able to compete. Moreover, he defended dump-
ing as a perfectly legitimate trade practice, pointing out
that it has been commonly employed in this country.

On the conditions here after the close of the war
there were diverse views. Alba B. Johnson, president
Baldwin Locomotive Works, expects a very severe de-
pression. On the other hand, Mr. Farrell expressed the
opinion that the wave of prosperity in the United States
is too powerful to be easily rolled back or resisted. He
does not look for a crash in this country at the conclu-
sion of the war, for while Europe will undoubtedly make
an effort to re-establish her foreign trade she will find
herself handicapped in so many unexpected ways that it
will take years to overcome the difficulties.

Advertising Electric Railway Service
in Buffalo

The International Railway Is Carrying Out a Com-
prehensive Daily Newspaper Advertising
Campaign with Good Success

A COMPREHENSIVE campaign of daily newspaper
advertising is being carried out by the Interna-
tional Railway, Buffalo, N. Y., to educate the public as
to various phases of its activity. Much display space
is being devoted to the facilities offered by the com-
pany's freight and express service between Buffalo,
Tonawanda, North Tonawanda, Lockport, Niagara Falls
and Rochester, and the results accomplished have sur-
passed the expectations of the executive officials.

Double-column display advertisements 2 in. deep are
being carried once a week in the daily newspapers of
Buffalo, Niagara Falls and Lockport, and in addition to
this the company is using four-line and five-line read-
ing notices scattered throughout the paper every day.
The greatest amount of space is being used to educate
shippers as to the value of the express service between
western New York cities and towns on the lines of the
International Railway and the Buffalo, Lockport &
Rochester Railway. The text of three typical adver-
tisements on this service is reproduced herewith.

It is the company's belief that it can handle a large
amount of the package express business which has been
received by local express companies, and since the ad-
vertising campaign has been started a number of Buf-
falo wholesale houses have given the railway a large
percentage of their package business. "I never knew
you handled a package express business" is a familiar
expression among wholesalers whose attention has been
called to this phase of the railway's activities by these
advertisements. Owing to the increased business in
this field, the company is operating a package express
service three times daily between Buffalo and Roches-
ter, and intermediate points via Lockport. W. J.
Whiteside, traffic agent of the International Railway, is
handling the package express service. In all the ad-
vertisements the company is featuring "service" and
"promptness." This appeal to business houses has re-
sulted in a highly satisfactory return on the advertis-
ing investment.

Not only is the express and freight service featured
but the company keeps the public informed from time
to time by means of display advertising in the daily

Successful Men Misrepresented

It is usual to represent successful men, as having
grasped at the stars, while the truth is that they saw
but the things at hand and had the wisdom to make
use of them.

The successful Buffalo merchant has an eye to the
facilities for trade in Buffalo territory. He knows one
of them to be the package express service of the
International Railway Company and makes use of it

You can do the same. Inquire of W. J. White-
side, traffic agent. Main and Court Streets.

International Railway Company

Preparedness — The Watchword

A business man to be successful must be both pre-
pared and alert to grasp trade opportunities.

An opportunity for trade development is given to
Buffalo business men and merchants by the package
express of the International Railway Company.

It serves a score of communities and cities between
Buffalo and Rochester.

Quick Delivery Low Rates

Inquire of W. J. Whiteside, traffic agent. Main and
Court Streets.

International Railway Company

Profit to Business Is Like Health to
the Body

Exercise keeps the body healthy. Enterprise brings
profit in business. Enterprise makes use of everv
available trade channel.

One of the best trade channels is the service given
three times daily by our package express to Roches-
ter and intermediate points, via Lockport.

Inquire of W. J. Whiteside, traffic agent. Main and
Court Streets.

International Railway Company

TYPICAL ADVERTISEMENTS ON PACKAGE EXPRESS SERVICE
APPEARING IN BUFFALO NEWSPAPERS

newspapers of changes in route, causes of delay, tem-
porary rerouteing and the reasons for it and, in fact,
anything in connection with the service over the city
or interurban lines. The company also urges the more
general use of private and chartered cars by organiza-
tions. By advertising this phase of its service much
congestion is relieved from the regular service and or-
ganizations have the privacy of their own cars at little
more than the regular fare. The use of the funeral
cars has been more general since this service has been
advertised in the daily newspapers.

E. G. Connette, president of the company, is a firm
believer in printer's ink and display advertising. He
holds that since the company is supported by the public
the public is entitled to know all phases of the service
offered by the company. Daily newspaper advertising,
Mr. Connette believes, is a good investment.

An interesting feature of the Great Falls hydroelec-
tric power plant of the Montana Power Company, which
supplies electric current for the Chicago, Milwaukee &
St. Paul electrification, is that the Missouri River is
free of ice for the year round at this locality. This con-
dition is due to the Giant Spring, which flows into the
Missouri River at a point about a mile above the com-
pany's Rainbow Dam. The spring, probably the largest
fresh water spring in the world, has a capacity that is
estimated at 36,000 cu. ft. per minute, the temperature
remaining constant at 51 deg. Fahr. This steady supply
of relatively warm water raises the temperature of the
whole river for some distance below the spring suffi-
ciently to prevent the formation of the so-called anchor
or frazil ice, a consideration of material benefit to the
hydroelectric project.

276

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 6

EQUIPMENT AND ITS MAINTENANCE

Short Descriptions of Labor, Mechanical and Electrical Practices
in Every Department of Electric Railroading

Contributions from the Men in the Field Are Solicited and Will Be Paid for at Special Rates.

The Adjustment of Drum Controller
Fingers

BY W. J. OVERMAN

Railway Equipment Department General Electric Company,
Schenectady, N. Y.

One familiar with the maintenance of the drum con-
trollers of car equipments will appreciate the fact that
the most frequent source of trouble lies in the contact
fingers. This trouble is greatly augmented by the lack
of uniformity in adjustments.

Drum controller fingers are designed to drop approx-
imately 3/32 in. on leaving the controller segments — -
that is, the point of contact on the finger tip should be
3/32 in. nearer the center of the cylinder when off the
segment than when on the segment (see Fig. 1). This
adjustment is obtained by means of the adjusting screw
which bears on the finger block, and the drop should

FIG. 1 — PROPERLY ADJUSTED DROP FOR CONTROLLER FINGER
WITH NEW SEGMENT

FIG. 2 — EXCESSIVE DROP OF CONTROLLER FINGER, DUE TO WORN
SEGMENT TIP

never be allowed to exceed Vs in- If it exceeds this
amount the operation of the controller becomes more
difficult and the phosphor bronze spring is subjected to
a stubbing and buckling action which greatly shortens
its life.

Fig. 2 illustrates what is believed to be the direct
cause of a large percentage of finger troubles. Here
the segment tip is shown badly worn and the finger is
adjusted to drop 3/32 in. on leaving it. Referring to
the illustration it will be seen that the finger, when
going on the segment, is raised 3/32 in. plus the thick-
ness of the segment, thus making the total movement of

the tip almost % in. This bending of the finger spring
is very excessive and in a short time will result in the
breaking of the phosphor bronze spring or the copper
shunts. Segment tips should be renewed when so badly
worn that the proper adjustment cannot be obtained
on the fingers.

Fingers should be adjusted by twisting to make con-
tact all the way across the controller segments. Fail-
ure to do this may result in the overheating of the seg-
ments and fingers, causing the spring to soften and
lose tension.

Tool for Plumbing Leaning Iron Poles

BY S. L. FOSTER

Chief Electrician United Railroads of San Francisco

For straightening up iron poles that have been pulled
out of plumb, whose concrete setting has been under-
mined by curbstone installing operations, washouts, etc.,
or which were set originally with too much rake or too
little rake, the device shown is used by the United Rail-

POLE STRAIGHTENING JACK IN PLACE

roads of San Francisco without disturbing the concrete
settings of the poles.

Its action is clearly shown in the illustration. The
house-mover's jack set at an angle of 45 deg. is kept
from sliding along the pavement or sidewalk by being
attached to the base of the pole by a chain. The cres-
cent-shaped wrought-iron end of the 4-in. x 6-in. taper-
ing oak strut is prevented from slipping upward on the
pole by an iron band bolted around the pole.

It occasionally though rarely happens that an iron
pole is broken off before it is quite straightened. In
such a case a short piece of rail is inserted as a splice
for the pole, the voids between rail and tubular interior

February 5, 1916]

ELECTRIC RAILWAY JOURNAL

277

of the pole filled with concrete and the pole left looking
the same and as strong as before it was broken.

The efficiency of this simple device was most clearly
demonstrated when it was utilized to straighten about
500 heavy tubular poles that were to be provided with
highly ornamental castings on the main streets of San
Francisco. Those designing the ornamentations in-
sisted for best effect that the poles should be absolutely
vertical. This was readily accomplished by this jack-
ing-over method.

The device has been found effective under many other
conditions and is much superior in simplicity and cheap-
ness of manipulation, exactness of control and rapidity
of action to the old block and tackle method of straight-
ening up leaning iron poles.

Where iron poles are actually bent one or more ways
or distorted, as occurred in San Francisco's great 1906
fire, otherwise than by a simple leaning over from the
ground line, another United Railroads device, described
and illustrated in the Electric Railway Journal of
Feb. 6, 1909, page 227, is used with equal effectiveness,
speed and cheapness to gradually remove all the various
bends one after the other.

Portable Crusher Eliminates Stone
Hauling

BY D. P. FALCONER

Engineer Maintenance of Way New York State Railways,
Rochester, N. T.

In these days of rigid economy in the electric rail-
way field it is necessary for the engineer in charge of
track construction and maintenance to utilize as much
as possible of the materials which are removed from
worn-out track. During the past four years the New
York State Railways have endeavored to carry out this
general idea, and the accompanying illustration shows
a piece of equipment which has been purchased for the
utilization of what formerly was scrapped.

Medina block paving stone is commonly used through-
out Rochester as a pavement in car tracks. This pav-
ing stone originally was 7-in. stone and was suitable for
laying with 9-in. rail. During recent years, however,
7-in. T-rail has been laid, and in order to effect an
economy the 7-in. Medina stone has been recut into 5-in.
stone on the street during the progress of the recon-
struction work, thus saving the stone and eliminating
the hauling of this old material from the job. When
this was not possible the paving stone was hauled to
the receiving yards and stored in a pile. This pile has
been sorted, and those stones which are too small to be
recut have been thrown into a pile along with the con-
crete which has been excavated from tracks during re-
construction. As a result of this there has been a large
accumulation of stone suitable for crushing.

About two years ago a stone crusher was rented and
installed for a few months and the pile of stone which
had accumulated at that time was crushed and used as
ballast and for the making of concrete. This experi-
ment proved so successful that it was found advisable
to design some special equipment to meet the require-
ments. This equipment consists of a 30-ton bin with
screen and elevator and a stone crusher. The bin is
divided into four compartments: one for the screenings,
one for y2-in. to 3A-in. stone, one for %-in. to 2-in.
stone and one for the tailings. This bin has a side dis-
charge so that it can be placed next to the track and
the crushed stone loaded directly into the work cars. It
is also provided with the usual type of elevator and
screen. The crusher, however, was designed especially
for the work in question and was built by the Wheeling
Mold & Foundry Company. It consists of a standard
crusher mounted on wheels and connected by means of

a belt drive to a motor mounted on the same truck with
the crusher. The truck is designed with a gooseneck
and provided with broad-tired wheels so that the crusher
may be hauled over pavement and transported to vari-
ous points. The gooseneck is provided with a locking
device, and a duplicate set of wheels with standard car
wheel flange has been designed so that they can be sub-
stituted for the road wheels and the crusher hauled
directly on the track.

The method of mounting the motor on the same truck
with the crusher makes a very compact machine which
can be transported from place to place, the idea being
that concrete excavated from the streets need not be
hauled to the yards for crushing, but can be piled along-
side the trench ; when the new track is laid on the
subgrade the crusher can be placed on this track, omit-
ting the bin and elevator, and old paving stone and con-
crete crushed and dropped directly between the ties.
The crusher can be moved forward from time to time,
taking care of the old concrete which has been dis-
tributed along the track and providing at the same time
adequate crushed stone which can be used for ballast.

With this equipment it will be possible to eliminate
hauling a large portion of the material excavated from
tracks which are being reconstructed, and at the same

PORTABLE STONE CRUSHER FOR ELIMINATING STONE HAULING IN
TRACK RECONSTRUCTION

time provision will be made for recovering this ma-
terial at a price of approximately 25 cents per ton, the
cost of the crushing. Where conditions are such that
it will be impossible to operate the crusher on the track
in the street, the concrete excavated can be hauled to
the yards where the crusher can be used as illustrated.

The motor on this crusher is of 35 hp. operating at
550 volts, so that the power can be taken directly from
the trolley wire at all times. The crusher is provided
with 9-in. x 16-in. opening and manganese steel jaws.

This equipment has been in operation for only a few
months but even in this short period it is evident that
it will much more than pay for itself in a very short
time. It will be noted, too, that this complete outfit
has the flexibility of the average contractors' plant and
in addition provides for the special requirements of
electric railway work.

According to the British Consul at Nagasaki, Japan,
extensions of the electric tramway at Nagasaki are
contemplated. The system of electric railways radi-
ating from Osaki is now more or less complete and con-
struction work in the near future is likely to be con-
fined to connecting lines. Operating results of several
of these railways have not been very satisfactory. The
passenger traffic has suffered from trade depression.

278

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 6

Electrical Repairs on Controllers and
Motors in Los Angeles -

BY J. L. CLARK

Superintendent Electric Repairs, Los Angeles (Cal.) Railway
Corporation

The electrical repair department of the Los Angeles
Railway Corporation has been making advantageous
use of a number of repair schemes and devices, de-
scribed and illustrated herein, which have originated
through the co-operation and skill of our foreman and
other shop employees in this department.

The first Type K controllers received with our car
equipments were the K-2 style with L-l and L-2 con-
nections for the old shunted-field scheme of control. All
these and several other K-2 controllers were acquired
with some second-hand equipments from another street
railway, making a total of about 180 that have been
rebuilt to our standard K-ll style.

To remedy the not infrequent trouble of loose and
burnt wire connections at the rear of the binding
posts on the connecting board of Type K controllers,
and also the loosened connections at that point with
the cable wires, we abolished the connecting board with

its binding posts. In place of this we extended the
controller wiring leads for a length of 2 ft. below the
base of the controller and then spliced the leads with
a wrapped soldered joint to the cable wires under-
neath the car platform. This method has completely
eradicated the former troubles, as their cause has been
removed.

In order to eliminate the burning of cut-out switches
which was a rather frequent controller occurrence
several years ago, owing to insufficient contact at the
hinges of switches, we provided a flexible copper braid
shunt across the hinged joint of each switch blade.
This use of arrangement, illustrated herewith in detail,
has entirely eliminated the cause of this class of con-
troller failures.

Several years ago this company first experienced
swollen blow-out coils in the K-ll type controller,
our standard type for passenger cars. The expansion
of the copper ribbon-wound blow-out coil frequently
resulted in bridging the short air gap between the coil
and the operating cylinder, with consequent liability of
short-circuiting. Formerly, to remedy this condition,
we removed the blow-out coils and pressed them back
to shape, and in some cases rewound the coils. This

No. 2

No. 1

(Other dimensions un ■„
same os No. f) ' 8 Dn"

1 'Drill,

'■"Drill

Round Head Iron Mack Screws'

^Drills C't'rsink for *iO-i" Flat Head Wood Screws-

COPPER SHUNT FOR PREVENTING BURNING OF CUT-OUT SWITCHES

No. 2, Brass No. 1, Brass

DETAILS OF REWOUND BLOWOUT COIL

Fig. 1 Pig. 2 Fig. 3

FIG. 1 — JIG FOR DRILLING K-ll CONTROLLER CONTACT SEGMENT; FIG. 2 — PNEUMATICALLY OPERATED ARMATURE COIL PRESS;

FIG. 3 — FIELD COIL TESTING PRESS

February 5, 1916 1 ELECTRIC RAILWAY JOURNAL

279

CONSTANT TENSION ARMATURE BANDING DEVICE

practice, however, was without permanent results.
Therefore, we decided to rewind the coils with two
parallel No. 3 B. & S. solid copper fireproofed magnet
wires. Out of many controller blow-out coils so re-
built, not one has proved a repeater. This style of
blow-out coil has also been specified and furnished with
all new K-ll controllers purchased during the past
several years. An accompanying diagram shows our
method of arranging the blow-out coil terminals and
connectors.

Controller cylinder contact segments are rolled and
finished complete in our shop for all car controllers.
To facilitate this work we use a steel jig of the design
shown in an accompanying illustration. This jig is
arranged to drill and countersink accurately at one oper-
ation all styles of K-ll cylinder contact segments.

An accompanying illustration shows one of the four
pneumatically-operated presses used by the Los Angeles
Railway Corporation in the construction of armature
coils. The press is controlled by a pedal connected to
an air valve. It has two compressions, one for coil
thickness and another for coil width. It is also pro-
vided with compression plates of different gages where-
by we can press all styles of armature coils, such as
the Westinghouse 38-B, 49, 101-L and 306-L motors;
also the compressor motors of Westinghouse D. I. B. G.
and National A-5 and AA-1 styles. The first two of

METAL BASKET FOR CATCHING CUT ENDS OF ARMATURE LEADS

these air presses were made several years ago by the
electrical repair department. They are so quick and
positive in action and have proved so efficient that two
additional presses of the same model have recently been
completed.

The tension device, also illustrated herewith, has
been used by us for many years. Its main feature is
that any predetermined tension will remain absolutely
constant from the first to the last turn in applying
bands. This banding device is used for any style of
armature from 1-kw. to 1000-kw. size.

Another illustration shows a metal basket, hinged to
fit around the necks of armatures of various styles,
which is used to catch all the copper wire ends of arma-
ture coil leads when they are cut off flush with the com-
mutator slots after the armature is entirely connected.
We find that this basket offers an easy and quick way to
save copper.

All field coils are treated in varnish before receiving
asbestos tape wrapping as follows: The coils are
heated for twenty hours in an electric oven at 190 deg.
Fahr. They are next immersed in Armalac insulating
varnish until air bubbles cease to rise, and are then
suspended above the varnish to drain. Afterward this
entire treatment is repeated once. The service results
with our field coils have proved this method of impreg-
nating in cold liquid insulating varnish is entirely
satisfactory for our car motor conditions.

When giving the shop test for short-circuits in wire-
wound field coils, we always subject them to approxi-
mately 60 lb. per square inch test pressure, using a
Century field testing machine. We have found this
method of testing coils is very reliable and quick in 'ap-
plication. The air press and testing machine are shown
herewith. We also use the field tester for periodical
tests of motors.

Track Material Ordered by Detroit
United During 1915

A recent issue of the Detroit (Mich.) United Rail-
way's company publication, Electric Railway Service,
contains a general statement of the large supplies of
material needed by that company for its last year's
track work. Steel rails ordered in 1915 for new con-
struction, reconstruction and maintenance on the De-
troit United lines amounted to nearly 7700 tons. Ce-
ment was a big item in the list of construction mate-
rials.

Last year 173,000 bags of cement were ordered,
weighing approximately 7600 tons. Sand and gravel
were required in tremendous quantities for track work,
11,000 cu. yd. of sand and nearly 30,000 cu. yd. of gravel
being ordered. Cedar and oak ties were also big items.
Last year approximately 140,000 ties of all classes were
ordered. For paving work nearly 2,000,000 paving
bricks and more than 750,000 granite nose-blocks were
ordered. The brick weighed approximately 9800 tons
and the block weighed more than 12,000 tons. The
orders for track spikes amounted to about 2500 kegs,
or a total of about 750,000 spikes.

It is reported by an English contemporary that on
eighteen occasions during the year 1914-1915 the fen-
ders which are carried by the West Ham (England)
street railway cars were brought into use. In every
case their efficiency was proved and serious accidents
were avoided. Seven persons were picked up unin-
jured, nine slightly injured and one badly injured. In
the remaining case a bicyclist was picked up without
serious injury.

280

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 6

Profitable Work for Annapolis Short
Line Electric Locomotive

The Maryland Electric Railways recently came in
for a share of the business of transporting a large body
of midshipmen between the Naval Academy and New
York. The Baltimore & Ohio Railroad made a contract
involving the movement of ten steel passenger cars,
and this necessitated the use of one of the two electric

ELECTRIC LOCOMOTIVE COUPLED TO B. & O. TRAIN ON
ANNAPOLIS SHORT LINE

lines into Annapolis. The "Short Line" track is too
light for the heavy B. & O. steam locomotives, but the
train was handled satisfactorily by means of a 52-ton
electric locomotive of the box-car type. This is equipped
with Westinghouse No. 562-AX motors and HLF unit-
switch control and is used by the "Short Line" in a very
extensive freight business.

Reducing Hazards Due to Falls

In a paper presented recently before the American
Museum of Safety H. W. Mowery called attention to
the large number of casualties due to slipping, tripping
or falling, and cited as an example the fact that in New
York City, during 1914, 170 deaths occurred from falls
on stairs and sidewalks, and only sixty-five deaths from
fires, fifty-three from surface cars, twelve from subway
cars and twelve from elevated cars.

Anti-slip material, chief among which is "Feralun,"
is the most important in connection with the treads of
stairs, and if accidents are to be prevented the nosing
edge along the entire length of the tread must provide
a positive, durable slip-proof surface. An overhang for
the nosing is also essential. Grooves parallel to the
nosing have a tendency to catch the heel of a shoe, and
make it difficult to distinguish where one step ends and
another begins. The design of the stair is also impor-
tant, and approved dimensions range from 7*4 in. to 8
in. for risers and 10V4 in. to 9Vi in. for treads.

In the Broad Street Station of the Pennsylvania Rail-
road at Philadelphia the installation of an abrasive-
metal tread having an anti-slip nosing and no grooves
parallel to the nosing reduced the casualties on the
stairs from twenty-one in a period of six weeks to zero
during a period of three months. In another case a
rapid transit company had practically no casualties in
train accidents during a year, but in other than train
accidents there were 138 persons injured, of whom 127
were passengers. Investigation disclosed the fact that
39 per cent of the total were injured on station stair-

ways. Since the lighting of the stairways in general is
good, hand rails are plentiful, and the treads have a
standard nosing overhang with standard tread and riser
dimensions, the accidents can only be ascribed to the
fact that the treads have smooth metal nosing edges and
are grooved parallel to that edge.

Cast-Iron Junction for Iron Pipe and
Clay Duct

The cast-iron fitting, shown in the accompanying cut,
has been devised for conduit use at locations where the
distance from the base of the pole or structure is con-
siderable, and would require the use of long lengths of
pipe.

The writer has in mind the use of this fitting at a
location where more than 100 runs of conduit were in-
stalled at a substation, and where the conduits had to
be continued so as to make connection with the elevated
structure. By using these joints a length of 20 ft. of
3%-in. iron pipe was saved on each run, or a total of

LAYOUT SHOWING REDUCTION IN LENGTH OF IRON PIPE
EFFECTED BY USE OF JUNCTION

r /a' >j

SECTIONAL AND END VIEW OF CAST-IRON CONDUIT JOINT

2000 ft. This saving, at $4 per run, amounted to ap-
proximately $400. The above saving does not include
the maintenance expense obviated by the use of the clay
duct which is really imperishable, whereas it is well
known that the iron pipe will not last much longer than
fifteen years, even though it be galvanized or otherwise
treated.

The joints cost $1 each. It will be noted that the dis-
tance from the end of the flange to the end of the fit-
ting is 7% in., but this may be considerably reduced
and the joints obtained at less cost.

The Dublin & Blessington Tramway Company has
introduced the first gas-electric car used in Ireland.
This is well appointed, lighted by electricity both in-
side an doutsde and has seating accommodations for
seventy-five passengers. The current is generated a
65-kw. gas-electric set in the motorman's compartment.

February 5, 1916] ELECTRIC RAILWAY JOURNAL

281

Novel Feeder Insulator for Use
on Curves

In feed wire installation the usual practice is to run
out from x/4 mile to V2 mile of wire, string it loosely
over the cross-arms beside the insulator pins, then to pull
up the wire tightly to take out most of the sag between
adjacent poles, and finally to tie the wire securely to the
insulators. If the entire length of wire to be pulled
up lies on a straight portion of the feeder line, the pull-
ing-up operation is completed
while the wire rests on the
cross-arms beside the pins. But
where a curve is included in the
length to be pulled up it is nec-
essary, because of the severe side
strain on the insulator pins at
the curves, to have the wire
placed in the groove at the side
of the insulator where it later
will be secured before the pull-
ing-up operation is completed.

Usually a comparatively light
tension is first put on the wire;
then it is put in the grooves of
the insulators, its lateral pres-
sure on the insulators being suf-
ficient to hold it there; then the
wire is pulled up to its final ten-
sion. During this final proc-
ess the drag of the wire
against the sides of the insula-
tors causes them to rotate, and if they are threaded on
their pins the insulators often either become unscrewed
or screwed down on the pin so tightly that they become
broken. It often becomes necessary for some of the
line crew to hold some of the insulators against turning
while the wire is being pulled up to its final tension.

To obviate these difficulties, the insulator illustrated
in the accompanying halftone and drawing has been de-
signed and patented by Frank M. Spicer, general super-

SECTION OF INSULATOR

FEEDER INSULATOR DISASSEMBLED

intendent of lines, Bay State Street Railway, Boston,
Mass. The insulator pin is secured in the cross-arm in
the usual way, but is reduced in diameter near its upper
end to form a shoulder, above which the pin is threaded
for a part of its length. This pin is usually of metal.
The insulator is in two parts — the insulator proper and
a cap piece. The former slips over the insulator pin and
rests on the shoulder, thus being able to rotate freely
on the pin. The cap has a threaded socket, and a rub-

ber washer is interposed between the insulator and the
cap to form a cushion and keep out moisture.

With this insulator the cable is seated in the groove
before the pulling-up operation begins. The cap is
screwed only part way upon the extension so that it
will not interfere with the free rotation of the insula-
tor. While the wire is being pulled up the drag against
the side of the insulator will cause it to rotate, but as
it has no threaded connection with the pin, it does not
move up or down or present much friction to the drag
of the wire. After pulling up is completed, the cap
is screwed against the washer and the wire is tied.

The insulator is being manufactured by the Albert
& J. M. Anderson Manufacturing Company of South
Boston, Mass. About 200 are in service on the Massa-
chusetts Northeastern Street Railway, which has been
giving the design a two years' test.

Grinding New and Old Rail at
Worcester, Mass.

One of the rail-grinding machines of the Railway
Trackwork Company, Philadelphia, has recently been
in service on the Worcester (Mass.) Consolidated Street
Railway, as illustrated. In thirty days about 0.25 mile
of double track has been gone over with this machine,
the work including the grinding down of joints and
cups and the removal of corrugations on straight rail.

TRACK GRINDER AT WORK IN WORCESTER, MASS.

The maximum depth of corrugation is from % in. to
3/16 in., and about three hours are required to grind
down Ys in. Incipient low joints are also smoothed
down with this equipment, and all the track recently
built between Lincoln Square and Chandler Street, on
Main Street, has been gone over at the joints, to insure
the best results in service. Most of the work is done
at night. The accompanying illustration was obtained
with great difficulty on account of the density of traffic
in the district where the view was taken.

It is reported that a company of Chinese and Rus-
sian capitalists has been organized under the name of
"Energia," which plans to undertake the construction
of a street railway system and power plant for Harbin,
China. In a statement to the Municipal Council the
company proposes that a joint stock company be organ-
ized and that the municipality be permitted to partici-
pate on the condition that a proper franchise be granted.

282

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 6

LONDON LETTER
Effect of War Still Serious Problem in Some Places — Re-
covery Apparent but Slow

(From Our Regular Correspondent)

The first of a series of efficiency meetings arranged for
the officials of the operating department of the Under-
ground Railways and London General Omnibus group was
held last December. A paper, "Mess Rooms and Their Or-
ganization," was read by S. G. Rodway, mess room super-
intendent of the London General Omnibus Company. The
chairman, H. E. Blain, on opening the meeting, said that
the series was being arranged to enable officials to discuss,
from an efficiency standpoint, the methods adopted in the
operation of the railways and buses, with a view to fur-
ther improvement. Sir Albert Stanley, managing director
of the group, paid a tribute to the manner in which the
work of the department had been carried on during the
exceedingly trying conditions since the outbreak of war,
and referred to the desire of the companies and the directors
that every member of the staff should feel that his sug-
gestions would be valued and appreciated. Mr. Rodway's
paper detailed the mess room organization connected with
the London General Omnibus Company, Ltd. In all gar-
ages built recently it was the policy to erect large and com-
fortable rooms available as mess room and institute, where
the catering was provided at the lowest possible price and
where facilities for billiards, etc., were afforded. The first
of these institutes was opened at Hendon Garage on May 1,
1913, since which date sixteen others had been opened.
The food, etc., was sold to cover cost and the wages of the
mess room working staff, but the account was not debited
with any portion of the cost of construction, maintenance,
or lighting of the institutes. Attention was directed to the
increased cost of foodstuffs, but by the careful selection
and introduction of modern devices for saving labor and
material, it had not been necessary to raise the mess room
tariff, except very slightly in connection with tea.

The Uford Urban District Council has decided to permit
the carriage of parcels and folding carriages accompanying
passengers subject to certain conditions.

Particulars have been issued to the proprietors of the
London Electric Railway, the City & South London Rail-
way, the Central London Railway, the Metropolitan District
Railway, and the London General Omnibus Company, of a
proposed agreement for the pooling of the surplus profits
of those undertakings. The agreement provides that after
the payment of standing charges, preference interest, and
due provision for depreciation and reserve, described as
revenue liabilities, the surplus earnings of all the companies
shall be paid into a common fund, which is to be distributed
as follows:

Half -Year to Succeeding
Dec. 31, 1915 Half -Year

City & South London 2 per cent 6 per cent

Central London 20 per cent 20 per cent

London Electric 26 per cent 30 per cent

Metropolitan District 12 per cent 12 per cent

London General Omnibus 40 per cent 32 per cent

If a company's earnings are insufficient to meet the
charges specified, the deficiency is to be made up from the
fund before distribution. The London General Omnibus
Company has in recent years earned a much larger surplus
than any of the other concerns, but as it is entirely owned
by the Underground Company, there are no individual share-
holders to suffer. The arrangement is likely to produce
greater efficiency in the working of the individual under-
takings, and will simplify their administration, in that it will
obviate the necessity for adjustments with regard to through
fares and charges.

The Erith Urban District Council is making the attempt
to secure the distinction of being the first local authority
in or near London to run a service of motor omnibuses.
Application is being made for a provisional order to get
the necessary powers, and as the Council already owns a
4% -mile tramway system there seems to be no reason why
it should not be authorized to operate omnibuses. A great
part of the traffic on the Erith tramway system consists in
the conveyance of men to and from the works of Vickers

and other firms. The Erith omnibuses will run into ad-
joining districts, including Woolwich.

For the first time in the history of the Sheffield Corpora-
tion Tramways system the running of cars was entirely
suspended on Christmas. The drivers and conductors have
been working at high pressure, largely owing to the de-
mands made upon them by the thousands of munition work-
ers in the city and the decision of the committee to give
the employees the holiday was very acceptable to them,
especially as many women conductors are engaged on the
system. Those who should have worked on Christmas re-
ceived a day's pay.

C. W. Shepherd has resigned as general manager of the
Edinburgh & District Tramways Company. The board ac-
cepted the resignation with regret, and asked Mr. Shepherd
to continue his services as secretary of the company. J. D.
R. Cox of Babcock & Wilcox has been appointed general
manager and engineer to the company. Mr. Cox is thirty-
five years of age.

There are now in use or on order in Great Britain nearly
700 electric vehicles, whereas a year ago the number was
only 150. One of the biggest users of electric vehicles in
London is Harrod's Stores, which employs more than sixty
delivery vans driven from storage batteries. The Glasgow
Corporation Electricity Department is credited with having
seven electric vehicles. Electric vehicles are coming much
into favor for street cleansing and watering. The experi-
ence of Blackpool, for example, is that one electrically
driven street-sprinkling machine does the work of six horse-
drawn watering carts.

At a recent meeting of the Belfast Corporation, it was
intimated that a resolution had been received from a local
branch of the Amalgamated Union of Labor protesting
against the proposed employment of women as conductors
on tramcars. The chairman of the tramways committee
said it was a melancholy spectacle that any body of pre-
sumably respectable men should adopt such an attitude
during the present national crises. This protest was
strangely at variance with the course pursued by the work-
ing men of England.

In response to the Bradford tramway committee's appeal
to public spirited citizens above military age who were
willing to assist in the running of the tramways, 150 ap-
plications have been received. Those who pass the neces-
sary medical examination are to be trained as auxiliary
drivers on lines which have proved very successful at Bir-
mingham. In consequence of the decision of the tramways
committee to engage women as conductors, 100 applications
have been sent in for appointment, and an experiment with
twenty women conductors is to be made. In this connec-
tion, it is interesting to note that already 689 men have left
the Bradford tramway department for service with the
army, and 550 of the remaining 818 of military age have
been attested under Lord Derby's scheme. The present
staff of 1281 employees is necessary if the present service
is to be maintained.

The service of electric trains inaugurated on the Wimble-
don Park line of the London & South Western Railway in
October last is giving satisfaction, and the traffic is show-
ing a marked increase. It had been announced that the
Kingston circular and Shepperton line electric services
would commence on Dec. 6 last, but as a result of an ap-
plication to the court by the Postmaster General in con-
nection with alleged interference with the Postmaster's
telephone circuits in the neighborhood of one of the sec-
tions, it became necessary to postpone these services for a
time. It is anticipated, however, that the difficulties will
be quickly overcome and electrical working brought into
operation very shortly. Good progress is being made with
the electrification of the Hounslow line.

Recommendations that the wages of motormen and male
conductors and certain other workers in the Glasgow Cor-
poration tramways department be increased by 2s. a week,
and that women conductors who have six months' service
should receive an advance of Is. a week were carried after
considerable discussion at a meeting of the Town Council.
The Council also agreed, except in five cases specified in the
minutes, to stop allowances granted to members of the
municipal service who are holding commissions in the
Army. A. C. S.

February 5, 1916] ELECTRIC RAILWAY JOURNAL

283

NEWS OF ELECTRIC RAILWAYS

MR. HEDLEY BEFORE THE INVESTIGATING
COMMITTEE

The Thompson joint legislative committee, appointed to
investigate the Public Service Commissions of New York,
resumed its sessions on Jan. 31, with Mr. Bainbridge Colby
as counsel, as the successor to Merton E. Lewis, Deputy
Attorney-General. The principal witness was Frank Hed-
ley, vice-president and general manager of both the Inter-
borough Rapid Transit Company and the New York Rail-
ways and an officer of the Rapid Transit Subway Construc-
tion Company. Mr. Hedley said his salary is $50,000 a year,
$6,000 of which comes from the Subway Construction Com-
pany, $12,000 from the New York Railways Company, and
$32,000 from the Interborough Rapid Transit Company, con-
trolling the subway and elevated lines of Manhattan and
the Bronx. Up to eight months ago his salary had been
$40,000. Mr. Hedley felt that he was worth more then and
that he is worth more now.

Mr. Colby inquired into Mr. Hedley's inventions, a num-
ber of which are in use on the lines in New York of which
he is an officer. Mr. Hedley explained that in every case he
paid personally the experimental charge and counsel and
patent fees. In several cases the Interborough Rapid
Transit Company voluntarily voted to pay him for devices,
but in a number of instances the company used the devices
without pay. J. S. Doyle, superintendent of car equipment
of the Interborough Rapid Transit Company, was joint
inventor in a number of these cases. Some of the inven-
tions had been put on the general market by the Railway
Improvement Company in which Mr. Hedley said that he
and Mr. Doyle had at one time held an interest, but that
this interest had been disposed of in February, 1915, under
options which had been given in December, 1914.

Mr. Hedley enumerated among his inventions the follow-
ing: automatic control and sanding device, governing de-
vice for fluid pressure, stepless street car, double-deck street
car, coasting record device, current registering mechanism,
conductors' collection counter, conductors' valve and emer-
gency switch, two electric car-heating systems, two car-
control systems, auxiliary control device, stepless car truck,
three lifeguard attachments for street cars, three safety
platform devices, two electric coupling devices, three street
sweeping machines and two anti-climber devices.

NEW SUBWAY FRANCHISE INTRODUCED IN
PITTSBURGH

A new ordinance which would grant a franchise to the
Pittsburgh Subway Company has been introduced in the
Council of Pittsburgh, Pa., and will be considered by the
committee on public service and surveys in connection with
other plans for improving city transit. The principal fea-
ture of the plan represented by the ordinance is that it
provides for construction by the city of a downtown subway
loop, if the city should so desire, which loop the company
will use in conjunction with other transit companies. The
route of the proposed subway is not given more definitely
than that it is to extend from the Point district to East
Liberty and Schenley Park.

Councilman John H. Dailey, who introduced the ordinance,
made the following statement in reference to the measure:

"Owing to the fact that the question of transportation
has been brought to the attention of Council in the form
of ordinances for street railway franchises and through an
agitation for the construction of a downtown subway loop
by the city, I believe that now is the time to consider also
the question of rapid transit in its larger form — that is,
a subway system from the downtown section to East Lib-
erty. The Pittsburgh Subway Company, which has sought
a franchise at the hands of City Council for many years,
has prepared the ordinance, which I have introduced. I
have ascertained that the subway company can still be in-
duced to construct a rapid transit subway, and I believe

that Council should give serious consideration to this mat-
ter. I am not ready to say that I will favor the ordinance
exactly in the form I have introduced it, but as I believe
the people want a subway it appears to me that this is the
way to get the discussion started."

An ordinance providing for the services of a street rail-
ways expert as an adviser to the Council, in its considera-
tion of transportation measures, has been offered by
Councilman W. Y. English and referred to the finance
committee.

ALLEN & PECK TO MANAGE ANOTHER ROAD

Management of the Auburn & Syracuse Electric Railroad,
Syracuse, N. Y., was taken over on Feb. 1, by Allen & Peck,
Inc. Announcement to this effect was made on Jan. 26,
following a meeting of the board of directors of the rail-
road. A year ago last fall the company suspended divi-
dends on its preferred stock, which had been at the rate
of lJ/4 per cent, quarterly. No dividend ever was declared
on the common stock.

At the meeting on Jan. 26 W. O. Morgan, New York City,
legal adviser of the Roebling interests, was elected a di-
rector to fill the vacancy caused by the recent death of
E. D. Metcalf of Auburn. After routine business had been
transacted a resolution was adopted authorizing the offi-
cers of the company to enter into a contract with Allen
& Peck for the management of the Auburn line. In addi-
tion to Mr. Morgan, the directors of the road are Mr. Beebe,
Mr. Nottingham, former Senator H. S. Holden, W. A.
Holden, F. K. Hiscock of North Yakima, Wash.; H. G.
Metcalf of Auburn, Joshua Bachman, Syracuse, and F. W.
Roebling, Jr., Trenton, N. J.

Ernest Gonzenbach, general manager of the Empire
United Railways and associate lines, which has included
the Auburn road, will devote his entire time and atten-
tion to the operation of the Empire United Railways. C.
Loomis Allen, president of Allen & Peck, Inc., with former
Senator Holden, is receiver of the Empire United Railways,
Inc.

ILLINOIS ELECTRIC RAILWAY TO BUILD
60-MILE LINE

The Southern Illinois & St. Louis Railway Company,
Chicago, 111., will actively begin the construction of its 60
miles of road connecting Harrisburg, Marion, Pittsburg,
Johnson City, West Frankfort and Herrin early in March
this year. The same interests that control the Southern
Illinois Railway & Power Company, Chicago, 111., which
operates an electric plant and a 15-mile interurban railway
in Saline County, 111., have financed and will have charge
of this new project. They have acquired the Marion &
Eastern Railroad, a steam line between Marion and Pitts-
burg, 111., 7 miles, and will electrify it. This steam road
and the 60 miles of new electric line are included in the
construction program for this year. Eventually it is planned
to continue the Benton extension on to St. Louis and the
Ohio River. The proposed line will pass through the rich
coal fields of Saline, Franklin and Williamson counties,
which now produce 25 per cent of the coal mined in Illinois,
and it will give an outlet to some deposits of coal not yet
reached by railroads. Contracts have been made with the
Illinois Central, the Chicago & Eastern Illinois, the Chicago,
Burlington & Quincy, the Iron Mountain and the Big Four
railroads whereby the new electric line will deliver the coal
to them out of these new fields. The Southern Illinois &
St. Louis Railway has authorized $2,500,000 of first mort-
gage twenty-five year 5 per cent bonds, $500,000 of 6 per
cent cumulative preferred stock and $3,000,000 of common
stock. Of the preferred stock $250,000 is outstanding. The
remaining $250,000 will be held in the treasury for use in.
obtaining funds for future improvements. - /

284

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 6

PHILIP J. KEALY PROPOSED PRESIDENT KANSAS
CITY RAILWAYS

Frank Hagerman, vice-president of the Metropolitan
Street Railway, Kansas City, Mo.; announced on Feb. 2 that
the stockholders would elect Philip J. Kealy, now a member
of the board of control in charge of that property, president
of the Kansas City Railways, the successor company, and
that the election was favored by the bondholders and Judge
Hook of the Federal Court at Kansas City. Mr. Kealy will
probably act both as president of the company and as a mem-
ber of the board of control. He will succeed John M. Egan
as president of the company, Mr. Egan retiring in ac-
cordance with plans outlined some time ago in the Electric
Railway Journal.

1916 ELECTRICAL PROSPERITY CAMPAIGN

The board of directors of the Society for Electrical De-
velopment, Inc., at its annual meeting on Jan. 24, held at
New York, decided upon another so-called electrical week,
the official name and date to be decided later. Results of
the electrical prosperity week campaign were shown as
evidence of the success of the 1915 undertaking, and greater
possibilities for the 1916 campaign.

J. M. Wakeman, general manager, read his annual re-
port, which was approved by the board. A committee was
appointed to prepare plans for the 1916 work of the so-
ciety. The present officers, executive committee, general
manager and secretary-treasurer were reappointed. Mr.
Wakeman submitted a budget for the work of the society
for the coming year which allows for $150,000 in expendi-
tures, $50,000 of which is provided for the 1916 electrical
week campaign. The budget was approved.

Upon the motion of Anson F. Burchard, a vote of appreci-
ation was extended to the general manager and staff of the
society for their work during electrical prosperity week.

Several of the directors spoke of personal observations
of the society's work for the past year, especially in re-
gard to the success of electrical prosperity week. James
H. McGraw, president of the McGraw Publishing Com-
pany, Inc., publisher of the Electric Railway Journal,
said the week was the greatest object lesson that had ever
been given to any industry, and that it was an indication
of what might be accomplished with the right kind of
publicity. He congratulated the society upon its direction
of the campaign and in reaching the public instead of di-
recting all of its efforts to work among members.

BANQUET TO FOSTER HANNAFORD, DEPARTING
MANAGER

' Foster Hannaford, formerly general superintendent of the
Galesburg Railway, Light & Power Company, Galesburg,
111., and recently appointed superintendent of the St. Paul
(Minn.) division of the Twin City Lines, was tendered a
farewell banquet by the Galesburg Club, at which the lead-
ing citizens toasted him and wished him godspeed and good
luck in his new work. Although Mr. Hannaford had been in
charge of the Galesburg property only three years, improve-
ments in service as well as in the relations between the com-
pany and the community were so marked that he won his
way into the good graces of all those with whom he came in
contact. Mr. Hannaford is only twenty-six years old, and
the general superintendency of the Galesburg property was
his first important position. His response to the eulogies
directed to him from around the banquet table follows in
part:

"It would appear unnecessary for anyone occupying the
position I do to-night to say that he was thankful for the
courtesies that are now being extended. There are, how-
ever, two reasons why one in my positon should appre-
ciate this godspeed. The first one, purely personal, is un-
necessary to dwell upon. Every man appreciates the appro-
bation of his fellow men. The second reason, however, to
me is more significant, and I believe worthy of some notice.
It is rather an unusual spectacle for the citizens of a com-
munity, the patrons of its public utility, to wish godspeed to
the representative of the public utility which is serving
them, and it is most gratifying to me personally that this
friendly relationship should exist between us. This gather-

ing is representative of the citizenship of Galesburg. I in
no way accept it as a personal compliment, but consider it as
a tribute and appreciation of the effort I have made during
the past three years in furthering an ideal which I desired
to support if ever the opportunity afforded itself. That
ideal was to establish relations of a most cordial nature be-
tween the citizenship and its servant. I am satisfied that
the ideal I chose to support was the correct one, and I am
deeply grateful to you and all the other citizens of Gales-
burg."

SECOND OHIO SAFETY CONFERENCE HELD

The second industrial safety exposition of Ohio, held in
the Central Armory, Cleveland, during the week ended
Jan. 29 was a decided success in point of interest and im-
portance, although the attendance was not quite as great
as had been anticipated. The display of the Columbus
Railway, Power & Light Company was the only one made
by the electric railways of the State. It consisted of photo-
graphs illustrating the many ways in which people have
been injured by cars, copies of bulletins and booklets issued
by the company and its officials bearing on safety ideas
and rules, a large sheet illustrating the dangerous prac-
tices of automobile drivers, and a board containing colored
cards distributed to children showing how accidents oc-
cur to them.

Charles Koshalko, Johnstown, Pa., exhibited a model of
an automatic fender and snow sweeper invented by him.

The displays of emery wheel guards and inclosed wheels
were very interesting to the master mechanics and shop
men in general. The Safety Emery Wheel Company
showed a number of wheels equipped with its collars.
The William Platz Iron Works and the Norton Company
showed several wheels equipped with their guards. The
Safety Engineering Company showed its adjustable eye
guard. Guards for circular and band saws were exhibited
by the Surety Guard Company, Chicago; Humason Broth-
ers, Youngstown, Ohio; J. A. Woodford & Company,
Youngstown, and others.

The Cleveland Automatic Signal Company; the Auto-
matic Signal & Appliance Company, Cleveland; Safety
Service & Engineering Company, and the Nichols-Lintern
Company, Cleveland, showed signals of various kinds.

Inclosed switches and switch cabinets were shown by
the Krantz Manufacturing Company, Brooklyn; the De-
troit Fuse & Manufacturing Company, Detroit, and the
Thompson Electric Company, Cleveland. The Cleveland
Electric Illuminating Company and a number of other ex-
hibitors displayed this type of switch as a part of the
safety appliances used by them. The Brown Hoisting
Machinery Company, Cleveland, and the Yale & Towne
Manufacturing Company, New York, displayed hoisting
apparatus, with photographs of moving cranes and other
products of their plants.

The department of investigation and statistics of the
Ohio Industrial Commission gave the visitor an excellent
idea of the number and cause of accidents through its data
sheets and the cost of compensation for these accidents.
The division of industrial hygiene of the State Board of
Health furnished similar information on occupational dis-
eases. Photographs showing the effects of these diseases
formed a feature of this display.

There were regular programs of addresses and discus-
sions each day. The subjects pertained to safety and the
care of employees. Many of the speakers were physicians
in charge of the medical departments in factories, safety
engineers and directors and others who are giving special
attention to these features.

SERVICE AT 25 CENTS NOT JITNEY

The Public Service Commission for the Second District
has decided two of the complaints of the Western New York
& Pennsylvania Traction Company against two persons al-
leged to be operating jitney bus lines in Olean without au-
thority of the local officers or the commission and in viola-
tion of the Thompson law. The commission finds the two
person complained of are really operating a taxicab business
and do not come under the scope of the law.

February 5, 1916]

ELECTRIC RAILWAY JOURNAL

285

DECISION AGAINST COMPANY IN CLEVELAND
TAX SUITS

Following the refusal of County Treasurer P. C. O'Brien
of Cleveland, Ohio, to acept a check of $253,009 from the
Cleveland Railway for taxes for 1915 on Jan. 19, suit was
brought to enjoin him from collecting a larger amount
placed on the tax duplicate. This is the third suit of the
kind brought against the county treasurer, but soon after
the third suit was filed Judge Vickery of the Common
Pleas Court dismissed the suits filed to prevent the collec-
tion of the amounts the county claims for 1913 and 1914.
The court criticised the methods used by the Tax Commis-
sion in fixing the amount, but said the result reached was
fair. The company has insisted that the commission ex-
plain its method of arriving at the valuation placed on the
books, but was never able to obtain satisfaction on this
point.

The taxes claimed for 1913 and 1914 aggregate about
$600,000. The amount the county claims for 1915 is $349,-
536. The company contends that the tax value should be
not more than $16,000,000. The commission's valuation is
$22,000,000.

An appeal will be taken to a higher court by the com-
pany.

LECTURES ON MILITARY ENGINEERING

A course of seven free lectures on military engineering
practices will be given under the auspices of a com-
mittee representative of the four national engineering so-
cieties, by Captains Robins, Coiner and Ardery, Corps of
Engineers, U. S. A. This course will be under the direc-
tion of Major-General Leonard Wood, and is designed to
assist those who desire to enter the engineering battalion
which will be formed at Plattsburg next summer. All en-
gineers interested in preparedness will be welcome, but at-
tendance at these lectures does not imply obligation to
subsequent camp duty. The lectures will begin on Mon-
day, Feb. 14, at eight o'clock, and will continue every
Monday thereafter until the completion of the course. It
is hoped that Major-General Wood will be able to address
the first meeting.

Decision in Compensation Case. — The Court of Appeals
of New York has decided that a workman employed by a
firm in that State and injured while working for the firm
in another State was a proper beneficiary under the New
York compensation law.

Holyoke Arbitration Hearings. — Hearings in the wages
arbitration case of the Holyoke (Mass.) Street Railway were
continued during the week ended Feb. 5, the principal wit-
ness being Arthur Sturgis, Brookline, Mass., who testified
for the employees' union upon the increased cost of living.
It was announced on Feb. 1 that an effort will be made to
cut down the number of witnesses in the endeavor to short-
en the work of the board of arbitration.

Seventh Avenue Subway Nearing Completion. — The Pub-
lic Service Commission of the First District of New York
announced on Jan. 29 that there is every indication that
the new Seventh Avenue subway will be completed and
in operation in twelve months and that the section between
Thirtieth Street and Times Square, on which the work is
being rushed with all possible speed, is to be opened to
the public during the latter part of the present year.

A. A. of E. Monthly Makes Debut.— The first issue of
Monad, a monthly magazine devoted to the commercial
interests of all technical engineers and their profession, and
serving as the official organ of the American Association of
Engineers, Chicago, 111., has been published. It is dated
February. The issue contains sixty-eight pages, and it is
largely a report of the annual convention of the association
held on Dec. 10, 1915. It also contains news of the associa-
tion's work and prospects and several editorials.

Wage Increase at Fitchburg, Mass. — Following a recent
conference with employees, the Lowell & Fitchburg Street
Railway has increased the wages of motormen and con-
ductors from a minimum of 20 cents an hour to a new
minimum of 25 cents, and has raised the maximum from
25 to 30 cents an hour, effective on Feb. 1. A new schedule

has also been established on the Fitchburg & Leominster
Street Railway under which platform men will receive 25
cents an hour for the first six months, and 26 cents an
hour for the second half year. Second-year men will re-
ceive 27 cents, third-year men 28 and 29 cents, and fifth-
year men 30 cents an hour. A working agreement has
been signed by the employees' union and the company.

Professor Bemis Removed From Chicago Traction Board.

— Because Prof. E. W. Bemis was not a graduate engi-
neer, nor an engineer of long practical experience, he has
been removed by Mayor W. H. Thompson as the city's
representative on the Board of Supervising Engineers,
Chicago Traction. The Mayor is said to have based his
decision upon the fact that Professor Bemis could not
qualify as an engineer before the Illinois Public Utilities
Commission, at a recent hearing. F. L. R. Francisco,
formerly chief engineer of the American Tobacco Com-
pany and recently selected as the personal advisor of Com-
missioner of Public Works Moorhouse in handling the
electrolysis problem in Chicago, is mentioned as Mayor
Thompson's choice as successor to Professor Bemis.

Michigan Railway Elects Officers. — At a meeting of the
board of directors of the Michigan Railway, Jackson,
Mich., B. C. Cobb, New York, president of the Michigan
United Traction Company, was elected president of the
Michigan Railway. H. H. Crowell, Grand Rapids, former
president of the Michigan Railway, was elected vice-presi-
dent. John F. Collins was made vice-president and gen-
eral manager, as announced in the Electric Railway
Journal of Jan. 8, 1916. Frank Silliman, Philadelphia,
was also elected vice-president; John Glendening, treas-
urer of the Michigan United Traction Company, was
elected treasurer of the new company, and George B. Dob-
bin, Jackson, was elected secretary of the new company.
George W. Meacham resigned as vice-president but was
retained as a member of the board of directors of the new
company.

Appointments to Chicago Traction Commission Con-
firmed.— Chicago's Traction Commission, which will in-
vestigate local transportation problems and recommend
improvements, received practically a unanimous vote of
confirmation by the City Council at a meeting held on
Jan. 31. As previously mentioned in these columns, this
commission is made up of William Barclay Parsons and
Robert Ridgway, New York City, and Bion J. Arnold,
Chicag-o. The ordinance provides that the commission
shall investigate and recommend improvements in connec-
tion with the unified operation of the elevated and surface
lines, general plans for subways, universal transfers and
physical connections between all three forms of service,
etc. The ordinance creating the commission carried with
it an appropriation for $220,000, which is estimated as the
approximate cost of the work.

Committee to Consider Long Island Operation. — The
Public Service Commission for the First District of New
York on Jan. 27 received a detailed report from Chief En-
gineer Alfred Craven relative to the operation of the Long
Island Railroad tracks through Flushing and Whitestone
and adopted the following motion: "That the report of the
chief engineer be filed and that a committee to be named
by the chairman, be empowered to confer with the transit
committee of the Board of Estimate, the Long Island Rail-
road and the operating companies under Contracts Nos. 3
and 4, looking toward the amendments to said contracts so
as to provide for the operation covered by said chief en-
gineer's report, and to report back to the commission."
Chairman Oscar S. Straus thereupon appointed Commis-
sioner Henry W. Hodge; Daniel L. Turner, deputy engineer
of subway construction; Travis H. Whitney, secretary, and
LeRoy T. Harkness, assistant counsel, as such committee.

Praise for the Street Railway in Portland, Ore. — The
Portland (Ore.) Spectator said recently: "Snowstorms are
sufficiently infrequent in Portland to merit a word of com-
ment. But because we are unused to snow, the mere flurry,
as our Eastern friends called the storm, caused us some
inconvenience, and if it had not been for the excellent re-
sources and untiring energy of the Portland Railway, Light
& Power Company the business of the city would have
suffered. The burden of making roads for the city's busi-
ness was thrown on the Portland Railway, Light & Power

286

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 6

Company, and President Griffith assumed it and made it
possible for Portland to go its accustomed ways on Thurs-
day. President Griffith has thanked his great army of men
for the splendid ability and tireless energy — some of them
worked twenty-four hours — they displayed in keeping open
Portland's arteries of trade. The people of Portland should
second those thanks, and should extend them to Mr. Griffith,
who was one of the most tireless and energetic workers on
the city's behalf."

Otto H. Kahn on the Railroads. — Otto H. Kahn, in discuss-
ing the needs of the American railroads in an article in the
February number of World's Work, suggests the following:
(1) Creation of a strong, effective and controlling central
federal commission in Washington, with regional commis-
sions according to geographic groupings. (2) The commis-
sion to be relieved of much detail work and of certain essen-
tially conflicting functions which should be conferred upon
a separate body. (3) The jurisdiction of State bodies in
railroad matters should cease as far as it relates directly or
indirectly to interstate commerce. (4) The function of rate
making should be left to the railroads, with full power, how-
ever, in the commission on its own motion to reduce or in-
crease rates for cause. (5) Pooling arrangements should
,be permitted subject to approval by the commission. (6) In
determining rates due weight and consideration should be
given to all factors that go to enhance the cost of operating
railroads, such as legislative enactments, increased taxation,
advances in wages, etc.

Financial and Corporate

PROGRAMS OF ASSOCIATION MEETINGS

Iowa Street & Interurban Railway Association

The Iowa Street & Interurban Railway Association, the
Iowa Districa Gas Association and the Iowa Section of
the National Electric Light Association will hold a joint
convention at the Julien Hotel, Dubuque, Iowa, on May
JO, 11 and 12.

Chambers of Commerce of the United States

The revised program has been issued for the fourth an-
nual meeting of the Chamber of Commerce of the United
States to be held in Washington on Feb. 8, 9 and 10. The
sessions on Feb. 8 and 9 will be held at the New Willard
Hotel. The session on Feb. 10 will be at the building of
the Pan-American Union. The annual banquet will be
held at the New Willard Hotel on the evening of Feb. 10.

New York Electric Railway Association

The twenty-first quarterly meeting of the New York
Electric Railway Association will be held at the Ten Eyck
Hotel, Albany, on the evening of Thursday, Feb. 24, and on
Friday, Feb. 25, as previously announced in the Electric
Railway Journal. The Thursday evening session will be
opened with an informal dinner at 7.30 o'clock, after which
several prominent speakers will address the meeting. At
the business session on Friday the following papers will be
presented:

"Modern Shop Methods," by P. V. See, superintendent
of car equipment of the Hudson & Manhattan Railroad,
New York City.

"Heating and Ventilation of Urban Cars," by Horace
A. Abell, assistant engineer of the Schenectady Railway.

"Methods of Fare Collection," by William J. Harvie, en-
gineer with Allen & Peck Company, Inc., Syracuse, N. Y.

"Mutual Indemnity Insurance as Applied to Workmen's
Compensation Act," by E. L. McManus, Jr., general man-
ager of the Brewers' Mutual Indemnity Insurance Com-
pany, New York City.

- It is especially requested that members write three-min-
ute discussions on the subjects listed above and come pre-
pared to read such discussions.

All requests for hotel accommodations should be made
to A. H. Rennie, manager of the Ten Eyck Hotel, Albany,
N. Y., or to F. C. Gillespie, manager of the Hampton, Al-
bany, N. Y.

A cordial invitation is extended to all to attend the
dinner and to participate in the discussions of the subjects
-to be presented on the following day.

ANNUAL REPORTS

Detroit United Railway

The statement of income, profit and loss of the Detroit
(Mich.) United Railway and its subsidiary companies for the
years ended Dec. 31, 1914 and 1915, follows:

1915 1914

Gross earnings from operation :

Passenger $12,381,828 $11,464,625

Express 800,527 717,128

Mail 12,161 11,979

Special car 41,033 46,270

Total gross earnings from operation $13,235,551 $12,240,003

Operating expenses 9,331,803 8,702,660

Net earnings from operation $3,903,747 $3,537,343

Other income 286,814 273,728

Gross income less operating expenses $4,190,562 $3,811,071

Interest on funded and floating debts

and taxes 2,229,801 2,166,071

Net income for the year before providing

for depreciation or contingencies $1,960,761 $1,645,000

Deduct :

Amount credited to depreciation reserve $750,000 $294,000
Amount credited to contingent liability

reserve 50,000

Dividends paid — 6 per cent 750,000 750,000

Total $1,500,000 $1,094,000

Balance transferred to surplus account... $460,761 $551,000

During the fiscal year ended Dec. 31, 1915, the total earn-
ings from operation increased $995,548 or 8.1 per cent as
compared to the preceding year. The largest volume of in-
crease came from passenger revenue, which showed a gain
of $917,203 or 8.0 per cent, while the express revenue in-
creased $83,399 or 11.6 per cent. The operating expenses
also increased $629,143 or 7.2 per cent, so that the net earn-
ings from operation rose $366,404 or 10.3 per cent. Other
income increased slightly, and interest and taxes gained
$63,730 or 2.9 per cent, with the result that the net income
before depreciation, etc., increased $315,761 or 19.2 per cent.
An amount of $750,000 was transferred to the depreciation
reserve in comparison with $294,000 for the preceding year,
with a decrease from $50,000 to nothing for the contingency
reserve, and the balance to surplus decreased $90,239.

During the year the company carried 275,576,409 revenue
passengers, 98,541,214 transfer passengers and 8,076,135
employee passengers, a total of 382,193,758 passengers. This
was an increase of 36,013,358 over 1914. The receipts per
revenue passenger were 0.0449 in 1915 as against 0.0453 in

1914, and the receipts per passenger were 0.0324 as against
0.0331 in 1914. Cars of the company operated 46,327,634
miles in 1915 as against 44,882,720 miles the previous year.
The net earnings per car mile in 1915 were 0.0843 as against
0.0788 in 1914.

The total capital expenditures for the year on all of the
company's properties, including its Canadian system,
amounted to $1,295,436. On Jan. 1, 1915, the depreciation re-
serve stood credited with $2,707,227. This reserve is credited
with $19,200 charged against operating expenses and $750,-
000 out of the income of 1915, leaving a balance Dec. 31,

1915, of $3,476,427. Within the year the company added
about 18 miles to its track mileage, making a total of 838
miles in operation at the close of the fiscal year.

Christchurch Tramway

The revenue account of the Christchurch (New Zealand)
Tramway for the year ended March 31, 1915, showed that
the gross earnings from operation had amounted to £142,941
and operating expenses to £78,072. After deducting interest
charges of £26,924, sinking fund of £2,833, reserve funds of
£28,057, and after taking into account rates of £2,933 col-
lectible from special areas, the net surplus for the year
amounted to £9,986. If the whole deficiency on extensions
in the special areas could have been collected, the surplus
would have been £1,466 more. This is said to be the best re-
sults obtained in the history of the tramway board.

February 5, 1916]

ELECTRIC RAILWAY JOURNAL

287

Several factors operated to produce this showing for the
year. In the first place, owing to the arbitration court hav-
ing suspended operation on account of the war, a wage in-
crease of about £2.250 was not obtained, although this in-
crease would have been enjoyed during the last year if the
union had accepted the board's offer when the case was
before the conciliation commissioner. In the next place
£1,144 profit was obtained from the sale of current to the
government. While the revenue showed an increase of
£5,373, equal to nearly 4 per cent more than the year before,
the proportionate increase was hardly so good as that for
the previous year, if allowance be made for the profit on the
sale of current and for the Easter week traffic. The operat-
ing receipts per car mile fell from 15.265d. to 15.099d., or
0.166d., but this drop was more than met by the decrease in
operating expenses of 0.216d. per car mile.

The last figures available show that it costs the tramway
board 0.99d. to carry a passenger a mile. The board has
often been urged to reduce the price charged for service, it
being asserted that the greater business at the lower price
would give a more satisfactory result. The board states
that this would be so if the reduced price allowed a reason-
able margin of profit, but the tram fares at Id. per mile al-
low practically no profit at all.

Chosen Light Railways and Tramways

According to the report of the railway bureau of the gov-
ernment-general of Chosen (Corea) for the year ended
March 31, 1914, the open lines at the end of the year were
23.7 miles in length, with a single track mileage of 37 miles.
Of this latter total, 7.4 miles were operated by steam, 3.2
miles by hand, and 26.4 miles by electricity. The passen-
gers carried during the year numbered 11,565,325, while the
receipts therefrom amounted to yen 343,454. The total traf-
fic receipts totaled yen 359,681 and expenditures yen 179,265,
leaving a balance of yen 180,416 as profit. The traffic re-
ceipts of the Nikkan Gas-Electric Company, which owns the
26.4 miles of electrically operated track previously men-
tioned, amounted to yen 327,128 and the total expenses were
yen 159,918, so that the balance for profit totaled yen
167,210.

ing already been made to the commission. Proceeds from
the sale of $60,000 of the bonds will be applied to extensions
and betterments subsequent to Oct. 31, while proceeds of
$40,000 of the bonds and the proceeds of the stocks will be
applied to liquidation of obligations incurred prior to that
date for capital expenditures.

NEW JERSEY FRANCHISE ASSESSMENTS

The 1914 assessments levied by the State Board of As-
sessors of New Jersey upon 320 corporations and five indi-
viduals under the municipal franchise act amounted in the
aggregate to $1,465,584. This was an increase of $95,429
over the 1913 tax. The taxes paid by the various utilities
are shown by the following table:

Number Classification Gross Receipts Tax

33 Street railways $15,983,813 $799,191

114 Water 3,899,007 77,980

117 Gas and electric light 21,816,492 436,330

42 Telephone and telegraph 7,289,068 145,781

4 District telegraph messenger. . . 72,065 1,441

15 Sewer and pipe line 243,047 4,861

325 $49,303,492 $1,465,584

ELMIRA STOCKHOLDERS APPROVE CHANGES

At the special meeting of stockholders of the Elmira Wa-
ter, Light & Railroad Company, a subsidiary of the United
Gas & Electric Corporation, held on Jan. 18 at Elmira, the
propositions to increase the capital stock by $200,000, to
classify the new stock as second preferred, to increase the
board of directors, to amend the by-laws and to authorize
the company to issue certain securities and take the steps
necessary to acquire the physical properties of the Elmira
& Seneca Lake Traction Company, the entire capital stock
and bonds of which were already owned, were all approved.

After considering financial requirements of the Elmira
Water, Light & Railroad Company for capital improvements
already made and those extending over the next five months,
it was determined that the obligations of the company and
of the Elmira Transmission Company, which, with the ap-
proval of the Second District Public Service Commission is
to be merged with the former corporation, incurred to Oct.
31, 1915, should not be capitalized entirely by the issue of
bonds. It was decided to sell $125,000 of 7 per cent first
preferred stock, $200,000 of 5 per cent second preferred
stock and $100,000 of first consolidated 5 per cent bonds, ap-
plication for authority to issue and sell these securities hav-

REPORT OF VIRGINIA COMMISSION

Lines in 1914 Showed Revenue Increase but Larger Oper-
ating Expense Increase — Net Income, however, Gained
20.49 Per Cent Because of Outside Income

The total transportation revenue of the twenty-one elec-
tric railways under the supervision of the State Corpora-
tion Commission of Virginia amounted to $5,587,218 for the
fiscal year ended June 30, 1914. This total was made up
of the following items: Passenger revenue, $5,179,172;
special car revenue, $17,593; mail revenue, $10,019; express
revenue, $15,913; milk revenue, $24,871; freight revenue,
$323,586, and miscellaneous revenue? $16,062. As com-
pared to the preceding fiscal year, the passenger revenue
showed an increase of 2.52 per cent, special car revenue
11.09 per cent, ireight revenue 3.98 per cent, and total
revenue 2.16 per cent. Mail, express, milk anj, mjscellan-
eous revenue, however, showed a combined loss qi! 2-36 per
cent. Revenue from operations other than u:ansptr;tii.tiQ*i
totaled $79,356 for the year, a gain of 19.69 per cent, so
that the total operating revenues amounted to $5,666,574.
The earnings per mile totaled $12,054, an ipcrease of
3.07 per cent.

The total operating expenses for all of the companies
amounted to $3,501,705, an increase of 4.2 per cent over
the preceding year. Of this amount $513,479 was spent
in maintenance of way and structures, an increase of
13.11 per cent; $405,235 in maintenance of equipment, an
increase of 18.15 per cent; $50,518 for traffic, a decrease of
9.66 per cent; $1,903,162 for conducting transportation, an
increase of 1.47 per cent, and $629,309 • for general and
miscellaneous, a decrease gf. 0.45 per cent. The expenses
per mile of track amotfi! '.. 4 to $7,449, an increase of 6.05
per cent. The income 1 / Mi rail operation for all the com-
panies totaled $2,164,869, a decrease of 0.79 per cent as
compared to the preceding year. The income from other
sources equaled $2,168,206, an increase of 17.3 per cent,
so that the gross income amounted to $4,333,076. The
deductions from income totaled $3,186,214, with the result
that the net income was $1,146,861, an increase of 20.49
per cent for the year.

During the year the companies carried 103,117,967 rev-
enue passengers and 18,754,698 free passengers, while the
car-mile and car-hour totals were 22,925,117 and 2,581,851
respectively. Other statistics follow: average fare, revenue
passengers, 4.77 cents; average fare, all passengers, 4.04
cents; transportation earnings per car-mile, 22.41 cents;
other than transportation earnings per car-mile, 0.33 cent;
transportation earnings per car-hour, $1.9883; other than
transportation earnings per car-hour, 2.90 cents; operating
expenses per car-mile, 13.72 cents; operating expenses per
car-hour, $1.2166. As compared to the preceding year the
average fare for revenue passengers showed an increase
of 0.11 cent, and the average fare for all passengers an
increase of 0.09 cent. Other operating statistics, how-
ever, showed decreases as follows: Transportation earnings
per car-mile, 1.88 cents; miscellaneous earnings per car-mile,
0.13 cent; total earnings per car-mile, 2.01 cents; transporta-
tion earnings per car-hour, 8.92 cents; miscellaneous earn-
ings per car-hour, 0.62 cent, and total earnings per car-
hour, 9.54 cents.

American Railways, Philadelphia, Pa. — The American
Railways has announced that the $2,300,000 three-year 5
per cent secured notes dated Feb. 1, 1916, and yielding at
the sale price about 5% per cent have been sold. The pro-
ceeds of the sale of the notes will be used to pay off the
entire floating debt of the company and for other corpor-
ate needs. Upon completion of this transaction the com-
pany will have in its treasury a sum of not less than
$900,000 in cash and unpledged securities of a value in
excess of $5,000,000.

288

ELECTRIC RAILWAY JOURNAL [Vol. XLViI, No. 6

Cincinnati, Dayton & Toledo Traction Company, Hamil-
ton, Ohio. — In the course of a long notice to the bond-
holders the committee representing the holders of the
consolidated mortgage 5 per cent gold bonds of the Cin-
cinnati, Dayton & Toledo Traction Company due in 1922
said in a circular to the holders of that issue: "The interest
which fell due on Jan. 1 on certain of these $2,300,000 of
prior bonds is in default. The principal of one of these
issues falls due on July 1 next. We are advised that a
protective committee of the Cincinnati & Hamilton first
mortgage 6 per cent bonds has been formed in Cleveland
and proposes to proceed to foreclose the mortgage, the
interest on which was defaulted on Jan. 1. There are out-
standing $2,700,000 of Cincinnati, Dayton & Toledo bonds.
With such a large amount of prior liens, interest already
defaulted on some, and maturity near at hand with others,
the danger is that by foreclosure of some or all of the five
mortgages the investment of the Cincinnati, Dayton &
Toledo bondholders will be entirely wiped out. As prompt
action is important the committee will shortly announce
a time limit for the deposit of bonds with the Provident
Savings Bank & Trust Company, Cincinnati, Ohio, after
which no further bonds will be accepted. Many bonds have
already been deposited."

Clarksville & Dunbar Cave Railway, Clarksville, Tenn. —

The Citizens' Street Railway, organized by business men
of Clarksville, has completed arrangements to take over
the Clarksville & Dunbar Cave Railway, which the owners
had decided to dismantle. Service will shortly be resumed.
A five-year agreement has been entered into between the
Citizens' company and the Clarksville Electric Company to
provide the necessary power. A committee of the stock-
holders consisting of John J. Conroy, W. E. Beach, C. W.
Bailey, W. A. Chambers and M. L. Cross has been named
tp arrange for the incorporation of the proposed successor
company.

Fort Wayne & Springfield Railway, Decatur, Ind. — Judge
John H. Aiken, sitting as special judge in the Circuit Court
of Jay County at Decatur, Ind., has passed upon all the
claims against the Fort Wayne & Springfield Railway.
After the allowances were made, the receiver was directed
to settle according to the order of the court. A number
of the claims, including those of several Fort Wayne and
Decatur banks, were settled upon a 90-cent basis. The re-
ceiver and his attorneys were allowed $9,500 for their serv-
ices. A few of the claims were treated as preferred ones
and were allowed in full, although the court ruled that
should there be a surplus after the claims were paid accord-
ing to the order of the judge it should be distributed pro
rata among those who received less than face value for their
accounts against the company.

Georgia Railway & Power Company, Atlanta, Ga. —

P. S. Arkwright, president of the Georgia Railway &
Power Company, was quoted recently as follows in regard
to the year ended recently: "We have had a trying year.
Our revenue has suffered from various causes and we
have been at unusually heavy expense in some respects.
We have got through nicely, however, and have taken care
of our bonds, maintenance, improvements, etc., in first-
class shape, but there will not be any surplus to speak of.
We consider ourselves well off, nevertheless, and look for-
ward to a good year."

Idaho Traction Company, Boise, Idaho. — The railway oper-
ating revenues of the Idaho Traction Company for the year
ended June 30, 1915, as reported by the Idaho Public
Utilities Commission, amounted to $352,141, while the rail-
way operating expenses totaled $248,145, leaving net rev-
enue from railway operation of $103,995. The net revenue
from auxiliary operations amounted to $8,037, giving a net
operating revenue of $112,033. Taxes assignable to oper-
ations amounted to $13,620, so that the operating income
was $98,413. The non-operating income totaled $645, and
deductions from gross income equaled $99,052, leaving an
income balance of $6 for profit and loss. This company
carried 3,273,908 regular fare passengers during the year,
the total number of passengers carried being 3,485,386.
The total car mileage amounted to 1,369,937. The prop-
erties of this company, which formerly operated under lease

the railway lines of the Idaho Railway, Light & Power
Company, are now owned by the Boise Valley Traction
Railway, as noted in the Electric Railway Journal of
Sept. 4, 1915.

Interborough Rapid Transit Company, New York, N. Y. —

J. P. Morgan & Company, New York, as syndicate man-
agers, announce that they have taken an additional $15,000,-
000 of the expected total allotment of $160,658,000 of first
and refunding 5 per cent mortgage bonds of the Inter-
borough Rapid Transit Company, making the amount taken
to date $143,678,000 and leaving $17,000,000 to be taken
before Dec. 31, 1916. The bonds were authorized in 1912
in connection with the agreement with the city for the con-
struction of subway and elevated extensions and the interest
during the construction period was provided for as part
of the cost of the work. Of the $128,658,000 of the issue
put out prior to December, 1915, $76,043,000 represented
new subways and extension and third tracking of the
elevated roads. The Public Service Commission will adopt
an order granting the application of the Manhattan Rail-
way for permission to issue $5,409,000 in bonds for the
purpose of reimbursing the Interborough Rapid Transit
Company, the lessees of its lines, for permanent improve-
ments made thereto, including the lengthening of station
platforms. It is the purpose of the Manhattan Railway to
issue $3,708,069 at the present time. The bonds are to
be issued under a second mortgage, which will also be
approved by the commission.

Kansas City (Mo.) Railways. — Thpre seems now no im-
pediment to the successful consummation of plans for the
reorganization of the street railways of Kansas City, and
the coming into existence of the Kansas City Railways
about Feb. 15. It is said that definite decision has not yet
been reached as to the personnel of the officials or the titles
that the operating officials shall bear, and the work they
shall do. It has been announced, however, that the com-
pany's member of the board of control will be president of
the road and its chief operating official, though possibly
an operating official may be selected subordinate to the
board of control and to the company member. P. J. Kealy
is now the company member of the board, and Robert P.
Woods is the city's member.

Marlboro & Westboro Street Railway, Worcester, Mass. —

A block of the $160,000 of 5 per cent bonds of 1901 of
the Marlboro & Westboro Street Railway is being offered
for subscription by Cropley-McGaragle & Company, Bos-
ton, at 102.41 to yield about 4% per cent. The bonds are
due on July 1, 1921, but are callable on any interest date
at 105 and interest. The issue is secured by a closed first
mortgage at $11,500 per mile on 13.43 miles of the main
track through Westboro and Marlboro now forming part
of the Worcester Consolidated Street Railway, the first
refunding 4% per cent bonds of which are reserved to
retire the Marlboro & Westboro Street Railway issue.

Minneapolis, St. Paul, Rochester & Dubuque Electric
Traction Company, Minneapolis, Minn. — It was announced
recently that the Minneapolis, St. Paul, Rochester & Du-
buque Electric Traction Company would on Jan. 31 ter-
minate its lease with the Chicago & Great Western Rail-
road covering the 57-mile section of line between Randolph
and Mankato, Minn. On that date the Chicago & Great
Western Railroad was again to take over the operation of
this line, the Minneapolis, St. Paul, Rochester & Dubuque
Electric Traction Company to continue to operate its origi-
nal line between Minneapolis and Northfield.

Monterey Railway, Light & Power Company, Monterey,
Mex. — The British Empire Trust Company, Ltd., and
the National Trust Company, Ltd., London, as trustees
for the 5 per cent first mortgage debenture stock of the
Monterey Railway, Light & Power Company, have sent a
circular to the holders of these securities explaining the
reasons for not taking legal proceedings in view of the
default in the payment of interest. The circular states
that the management appears to be competent, that there
are no creditors' proceedings or preferential payments
threatened, and that legal measures might result in dis-
turbing the company's friendly relations with the Mexican
authorities.

February 5, 1916]

ELECTRIC RAILWAY JOURNAL

289

Northern Electric Railway, Chico, Cal. — John P. Coglan,
receiver for the Northern Electric Railway, filed in the fed-
eral court on Jan. 27 an account covering the first nine
months of the receivership, from Oct. 5, 1914, to June 30,
1915. The total income during this period was $738,190, and
total expenditure amounted to $672,639. These expenditures
included $113,287 for extraordinary repairs (deferred for
several years) and $44,000 for new construction. During
the receivership the revenue from the several lines, bonus
for car service and miscellaneous receipts totaled $611,261,
while gross maintenance and operating expenses amounted
to $584,316, the difference, representing operating surplus,
being $26,944. When the road was turned over to the re-
ceiver, the report states, the cash on hand amounted to only
$829, current bills totaled $51,000 and the monthly payroll
then due called for $35,000.

Public Utilities Company, Evansville, Ind. — The Public
Utilities Company of Evansville, a subsidiary of the Com-
monwealth Power, Railway & Light Company, has asked
the Public Service Commission of Indiana to approve the
issue of $320,000 of stock and $1,109,000 of bonds, and also
for authority to issue its own bonds for the retirement
of underlying securities. The underlying securities which
it is desired to retire are $1,200,000 of Evansville Electric
Railway bonds, $350,000 of Evansville & Princeton Trac-
tion Company bonds, $1,208,000 Evansville & Southern In-
diana Traction Company bonds, $1,250,000 Evansville Gas &
Electric Light Company bonds and $300,000 Evansville Pub-
lic Service Company bonds. The company also asked au-
thority to sell the $1,109,000 of bonds at 85, the proceeds to
be used in paying for improvements and additions. The
Evansville Public Service Company asked authority to issue
$450,351 of bonds.

Salt Lake & Utah Railroad, Salt Lake City, Utah.—
E. H. Rollins & Sons, Boston, Mass., are offering at par
and interest an additional block of $500,000 of first mort-
gage thirty-year, 6 per cent gold bonds of Salt Lake &
Utah Railroad, making the total issued to date $1,250,000.

San Francisco (Cal.) Municipal Railway. — The public
utilities committee of the Board of Supervisors of San Fran-
cisco on Jan. 26 considered the proposed purchase by the
city of the United Railroads lines west of Twin Peaks, but
did not reach a conclusion. The purchase was recommended
last year by the city engineer, who said the city should
buy these lines for the purpose of connecting them with
the railroad to be constructed through Twin Peaks tunnel,
and the utilities committee of the old Board of Supervisors
made a favorable report on the proposition.

Southern Traction Company, Dallas, Tex. — The earnings
of the Southern Traction Company for the year ended
Dec. 31, 1915, are reported unofficially as follows: total
operating revenues, $1,051,417; operating expenses, $605,-
756; net operating revenues, $445,661; taxes, $41,036; oper-
ating income, $404,624; miscellaneous interest and discount,
$15,912; balance available for fixed charges, etc., $388,712;
interest on first mortgage bonds, $300,000; interest on
second mortgage bonds, $25,000; surplus, $63,712. Albert
T. Perkins of the St. Louis Union Trust Company, who is
a director and member of the executive committee of the
Southern Traction Company, is quoted as follows: "The
company has more than earned all interest charges on its
bonds and other obligations during its two years of opera-
tion. Prospects are good that a dividend will be earned
on the preferred stock during the present year."

Toledo Railways & Light Company, Toledo, Ohio. — The

Interurban Station Company, the Toledo, Ottawa Beach
& Northern Railway and the Maumee Valley Railway all
re-elected officers at the annual meeting on Jan. 20. R. E.
Berger was elected to the board of the Toledo & Western
Railroad to succeed F. J. Derge.

Washington (D. C.) Interurban Railroad. — The Wash-
ington Interurban Railroad has filed with the Public Utili-
ties Commission of the District of Columbia an application
for authority to issue $150,000 of first-mortgage bonds and
$150,000 par of common stock, divided into shares of $50
each. It is stated in the petition that the proceeds of the
proposed bond and stock issue are to be used for the pay-
ment of the purchase price of the property and other indebt-
edness, including reorganization expenses.

DIVIDENDS DECLARED

Cleveland & Eastern Traction Company, Cleveland, Ohio,
one-half of 1 per cent.

Connecticut Railway & Lighting Company, Bridgeport,
Conn., quarterly, 1 per cent, common and preferred.

Illinois Traction System, Peoria, 111., three-quarters of 1
per cent, quarterly.

Lehigh Valley Transit Company, Allentown, Pa., quar-
terly, IVi per cent, preferred.

Lincoln (Neb.) Traction Company, quarterly, 1% per cent,
preferred.

Tampa (Fla.) Electric Company, quarterly, 2% per cent.
United Power & Transportation Company, Camden, N. J.,
$1.55.

Washington Railway & Electric Company, Washington,
D. C, quarterly, 1% per cent, preferred; quarterly, 1% per
cent, common.

ELECTRIC RAILWAY MONTHLY EARNINGS

ATLANTIC SHORE RAILWAY, KENNEBUNK, ME.

Operating Operating Operating Fixed Net

Period Revenues Expenses Income Charges Income

lm., Dec, '15 $22,659 $19,445 $3,214 $607 $2,607

1 14 23,721 22,241 1,480 631 849

AURORA, ELGIN & CHICAGO RAILROAD,
WHEATON, ILL.

lm., Dec, '15

1 " " '14
6 15
6 14

$154,562
152,658
1,024,321
1,097,376

$100,705
103,250
6 19,951
685,063

$53,857
49,408
374,370
412,313

$44,559 $9,298

43,556 5,852

270,255 104,115

261,265 151,048

BROCKTON & PLYMOUTH STREET RAILWAY, PLYMOUTH,

MASS.

lm., Nov.,

'15

$7,872

*$7,763

$109

$1,102

t$993

1 "

'14

8,056

*8,721

f665

1,140

f-1,805

12 "

'15

115,133

*96,204

18,929

13,525

5,404

12 "

'14

121,375

♦101,495

19,880

13,075

6,805

CAPE BRETON

ELECTRIC COMPANY, LTD.,

SYDNEY,

N. S.

lm., Nov.,

•15

$33,012

*$17,790

$15,522

$6,642

$8,580

1 "

'14

30,044

*17,847

12,197

6,601

5,596

12 "

'15

350,740

♦205,580

145,160

79,330

65,830

12 "

'14

356,269

♦209,974

146,295

77,252

69,043

CITIES SERVICE COMPANY, NEW YORK, N. Y.

lm., Dec,

1 "
12 "
12 "

'15 $532,195

'14 404, S08

'15 4,479,800

'14 3,934,453

$17,788 $514,407

12,045 392,763

172,856 4,306,944

116,908 3,817,545

$40,833 $473,574

40,833 351,930

490,000 3,816,944

420,000 3,397,545

CUMBERLAND COUNTY POWER & LIGHT COMPANY,
PORTLAND, ME.

12m., Dec,
12 "

'15 $2,636,364 ♦$1,505,786 $1,130,578 $792,414 $338,164
'14 2,513,620 ♦1,457,020 1,056,600 758,859 297,741

EASTERN TEXAS TRACTION COMPANY, BEAUMONT, TEX.

lm., Nov.,

1 "

'15
'14
'15
'14

$71,406
56,867
709,293
672,441

♦$33,824
♦31,412
♦382,518
♦403,390

$37,582
25,455
326,775
269,051

$8,714 $28,868

8,606 16,849

106,163 221,612

101,110 tl72,811

FORT WAYNE & NORTHERN INDIANA TRACTION COM-
PANY, FORT WAYNE, IND.

lm., Nov., '15 $120, 5S0 $90,559 $30,021

1 " " '14 147,015 82,375 64,640

11 " " '15 1,506,8S3 918,301 588,582

11 " '14 1,668,508 963,128 705,380

$52,994 ft$22,601
53,130 tl2,154
590,903 12,102
580,711 tl29,052

HOUGHTON COUNTY TRACTION COMPANY, HOUGHTON,

lm., Nov.,

1 "
12 "
12 "

MICH.

'15

$22,846

♦$12,910

$9,936

$5,422

'14

19,590

♦13,901

5,689

5,613

'15

271,259

♦159,269

111,990

66,600

'14

279,980

♦180,484

99,496

67.06S

$4,414
86
45,390
32,428

KENTUCKY TRACTION & TERMINAL COMPANY,
LEXINGTON, KY.

lm.,

Nov., "15

$65,480

$32,745 $32,735

$20,283

+ $14,273

1 "

•14

61,559

33,353 28,206

19,776

110,421

5 "

■15

371,507

188,123 183,384

101,895

j87,446

5 "

'14

366,120

192,738 173,382

98,662

tS2,661

SAVANNAH (GA.) ELECTRIC COMPANY

lm.

1 "
12 "
12 "

Nov.,

'15 $66,449

•14 69,870

'15 796,988

'14 845,466

♦$43,138
♦43,201
♦519,795
♦557,273

$23,311
26,669
277,193
288,193

$23,121 $190

23,089 3,580

278,584 fl,391

274,880 13,313

VIRGINIA RAILWAY & POWER COMPANY, RICHMOND, VA.

lm Nov '15 $465,884 $214,260 $251,624 $142,528 +-$117,349

1 « " '14 427,352 202,825 224,527 134,235 J96,868

5 " " '15 2,282,517 1,084,646 1,197,871 715,507 +"525,288

5 " ■■ -14 2,189,055 1,049,716 1,139,339 677,925 J495.870

♦Includes taxes. fDeficit. ^Includes non-operating income.

290

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 6

Traffic and Transportation

MASSACHUSETTS COMMISSION REPORTS ON
BOSTON PROBLEMS

Public Service Board Orders Measures for Relief of Con-
gestion at Dudley Street Transfer Station and
for Other Improvements

A comprehensive report was submitted to the Massachu-
setts Legislature on Jan. 26 by the Public Service Commis-
sion relative to means of improving service on the Boston
Elevated Railway at Dudley Street transfer station and the
adjacent Roxbury district served by elevated and surface
car lines. The growth of traffic in recent years has caused
considerable congestion at the Dudley Street station, one of
the most important transfer points in Boston and the origi-
nal southerly terminus of the elevated system completed in
1901. The Legislature of 1915 requested the commission to
investigate traffic conditions at this point, with the practica-
bility of requiring the company to issue paper transfers in
place of the bodily transfer in vogue since the opening of
the rapid transit lines; to consider the necessity for an addi-
tional elevated station at Dale and Washington Streets, the
need of a more extended use of the Egleston Square station
of the elevated lines, and the general methods of handling
traffic in the territory. In its finding the commission sus-
tains the contentions of Matthew C. Brush, vice-president,
that the issue of paper transfers at Dudley Street is un-
desirable, holds that by certain changes ordered on the date
of the report in the arrangement of platform facilities, car
routing and increase in elevated train capacity congestion
at the Dudley Street station will be materially relieved,
and points out that the transfer of the Mattapan surface
line to Egleston Square in consonance with the use of that
station as a supplementary transfer point will facilitate
travel in the district, as will the institution of a shorter-
interval surface car service south of Dudley Street.

Dudley Street station is still the terminus of many sur-
face lines operating in Dorchester and Roxbury and the
principal transfer point between these lines and the rapid
transit system. The station was enlarged in 1909, and the
method of operation changed. As now operated, there are
three levels; the top level serves through south-bound rapid
transit trains; the intermediate level serves north-bound
trains and certain surface lines using the so-called east and
west loops on this level; and the lower or ground level
serves certain surface lines routed to or through the sta-
tion. The station is so designed that a passenger entering
on any car or train can transfer, without going outside the
station limits, to any other train or car going in the same
general or in a lateral direction.

It is estimated that about 85,000 passengers, both in-
bound and outbound, transfer daily in this station, and
about 40 per cent of these transfer in the rush hours. The
present congestion is most acute at the east loop, where
more than 40,000 passengers transfer daily in each direc-
tion. About 10,000 of these transfer to and from the Matta-
pan line, a through route extending axially to the southern
limit of the company's system. This line is to be diverted
to Egleston Square station as its terminus, affording
quicker and better transportation for the Dorchester dis-
trict and relieving Dudley Street station accordingly, the
usual transfer between trains and surface cars to be in
vogue at Egleston Square. It is expected that the neces-
sary changes at the latter point will be completed within
six months.

Further relief at Dudley Street east loop will be ob-
tained by using the central circular area inside the loop
as a loading platform and outer circular platform for un-
loading surface cars. Cars coming into the upper prepay-
ment area on the east loop will stop at any point on the
loop that traffic will permit and discharge passengers any-
where on the outer platform. When the car has been
emptied, doors on the unloading side will be closed and

the opposite ones opened to permit loading from the central
area. This arrangement will separate inward and outward
passengers. It will require only one stop for each car for
the loading and unloading operations, shortening the time
the car remains in the station, and will increase the avail-
able space for cars loading and unloading. The maximum
distance from the center of loading area to any car in a
loading position will be decreased, various obstructions now
leased to concessionaires will be removed, and a better view
of cars With consequently greater accessibility for transfer
will result.

Under this plan the standing room for passengers waiting
to load at the east loop will be increased by about 2000 sq.
ft., or about 50 per cent. The car movement will be ac-
celerated, and nearly double the present number of cars
may be loaded and unloaded at one time. To further im-
prove the efficiency of operation the board has ordered the
company to install an indicator showing the stopping place
of each car during the evening rush hours. The commission
states that the tendency to lease portions of important
station inclosures for mercantile purposes should be dis-
couraged, pointing out that no commercial establishment
should be allowed within the areas which interfere with
their functions as agencies of rapid transit. Additional
switch connections are to be made on the surface level to
route surface cars from the north through the station via
Warren Street, thus diverting about 60 cars an hour from
tracks on this level which are most congested. This will
result in a better distribution of both cars and passengers
and will better the service materially.

Regarding the crowding of elevated trains during rush
hours, the only immediate relief appears to be the increase
in the number of cars per train from six to seven in the
morning rush and from seven to eight in the evening rush
hours. Certain rearrangements of signals and other facili-
ties will be completed to enable this service to be enlarged
by about Feb. 5. The completion of the Dorchester tunnel
to Andrew Square will further relieve congestion at Dudley
Street through resultant diverting of routes.

In discussing the paper transfer as related to the free
bodily transfer afforded by the operation of cars in pre-
payment areas, the board sets forth views of general sig-
nificance. The legislative resolution required the commis-
sion to consider the practicability and advisabilty of re-
quiring the company to issue to each passenger a free
transfer ticket enabling him to transfer from any car run-
ning into or out of the station or on any adjoining street,
to any other car going in the same general direction. The
question raised here was the feasibility of issuing paper
checks for transfer in place of the bodily transfer now
afforded. It was not contended at the hearings that passen-
gers should have the option of bodily transfer or transfer
by check, a duplication of facilities which the commission
believes would be wholly without precedent in street rail-
way operation. The inquiry resolved itself into a question
of the expediency of providing in the case of certain lines
for1 the transfer of passengers upon the streets adjacent
to the terminal station through the use of paper transfers
rather than within the station by bodily transfer.

The advocates of the use of paper transfers, the board
states, failed to show in what respect the use of such trans-
fers as a general policy of railway operation has any in-
herent advantage for the traveling public as compared with
a bodily transfer. The latter facilitates a more rapid and
efficient car movement and usually permits a quicker and
easier transfer without exposure to inclement weather or
danger from vehicular traffic in the streets. The enormous
number of paper transfers issued by the company, amount-
ing to more than 100,000,000 yearly, makes it practically
impossible to provide effectively against their misuse.

From data presented in great detail by the company it
appears that the illegitimate use of the paper transfers de-
prives the company of a substantial annual revenue which
might otherwise be available for needed improvements in its
present transportation facilities. The board points out that
where paper transfers are necessary in order to provide
reasonable facilities, the possibility of their misuse is not
an adequate reason for withholding them. In this connec-
tion the board states: "At the same time there would seem
to be no sound reason for advocating a method of transfer

February 5, 1916] ELECTRIC RAILWAY JOURNAL

291

which has proved so wasteful in operation if more econom-
ical and equally convenient facilities are available by a
bodily transfer."

The report states that the bodily transfer better pro-
motes rapid transit and that the advocates of paper trans-
fers were largely identified with merchants and property
owners in the Dudley Street district seeking business and
enhancement of property values through stop-over trading.
The latter is not the object of transfer privileges.

The commission reviews the evidence relative to the need
of establishing a new elevated station at Dale Street. This
station, the company figures, would cost $88,000, with an-
nual costs of $28,000. In view of the delay of two minutes
a day to the 40,000 or 50,000 passengers using the rapid
transit lines south of Dudley Street, the commission feels
that the 2500 or 3000 patrons from the Dale Street district
cannot justly ask for the building of the new station, espe-
cially at a point without intersecting surface lines. An
increase in surface car service on Washington Street, south
of Dudley Street station, however, will improve the service.

RAILWAY RECEIVER FAVORS NEW JERSEY
JITNEY BILL

Judge C. L. Cole, receiver for the Atlantic City & Shore
Railroad, Atlantic City, N. J., which was forced into the
hands of a receiver recently, due to unrestrained jitney
competition, justifies the legislation pending in New Jersey
for the regulation of jitneys in all the cities in the State.
Without legislative protection, bringing jitneys under fair
and reasonable regulation, he asserted, the railway system
cannot hope to recover. Judge Cole said that fair play
demands that the jitneys should be subjected to adequate
regulation. He maintained also that the motor conveyances
should be placed under the control and regulation of the
State Public Utility Commission.

In the interest of economy and in order to make it possible
to keep the maximum number of men on the payroll, Judge
Cole has reduced the working time of car crews to nine
hours a day. The men are paid on the hourly basis. An-
other order has stopped the running of cars below Portland
Avenue in Ventnor City, a suburb of Atlantic Cit. This
curtailment of service was also a direct result of jitney
competition.

Jitneys Suspend in Bakersfield, Cal. — About forty jitneys
which have been running since October, 1914, have retired
from the field in Bakersfield, Cal., owing to the new ordi-
nance passed by the City Council. This measure requires
a surety bond of $5,000.

New Jersey Jitney Bill Tabled. — The Kates bill providing
for jitney regulation in New Jersey was tabled on Jan. 31,
following a demonstration by jitney owners which has been
described as "the greatest aggregation of motor vehicles
ever lined up in Trenton."

Decision Reserved in Fare Case. — Decision has been re-
served by the Public Service Commission for the Second Dis-
trict of New York on the application of patrons of the War-
ren & Jamestown Street Railway for a reduction in fare be-
tween Jamestown and Frewsburg, from 10 cents to 5 cents.

Kentucky Jitney Bill Killed. — The Kentucky Senate has
killed a bill which was introduced to provide for regulation
of jitney bus lines and for placing them on the same basis
as other common carriers. Senator Robertson, author of the
measure, contended on the floor that the bill had been denied
a full hearing, but he was unable to get the favorable atten-
tion of the Senate.

Stock for Rockford Employees. — An arrangement is
being worked out by which employees of the Rockford &
Interurban Railway and the Rockford City (111.) Traction
Company will be permitted to purchase on the install-
ment plan stock of the Commonwealth Power, Railway &
Light Company, which controls the properties in Rock-
ford, through ownership of the stock of the Union Rail-
way, Gas & Electric Company.

Increased Service Ordered in Hartford. — The Public
Utilities Commission of Connecticut has issued an order
directing the Connecticut Company to take immediate steps
to do away with overcrowding of cars. The order is the
result of a petition addressed to the commission on Jan. 14
by the Hartford Board of Health. The commission directs

the company to make a report of its progress along the
lines of improved service on or before March 1.

"To the Click of the Wheels."— The Milwaukee Electric
Railway & Light Company, Milwaukee, Wis., has reprinted
in a booklet 6 in. high by 3% in. wide, entitled "To the Click
of the Wheels," the poems touching safety and many other
subjects which have appeared in the company's bulletin.
The pamphlets are being distributed through racks in the
cars. Each poem occupies a single page and is introduced
with a line cut bearing on the subject of the verses.

Express Package Business in Reading. — The Reading
(Pa.) Transit Company is so well pleased with the express
package business started on Dec. 20, that it has been de-
cided to continue the service, and to prohibit the carrying
of express packages on the regular cars, which practice had
assumed such proportions that it interfered with passenger
service. All express matter will now be carried on regular
express cars which will be run at stated intervals on all sub-
urban lines, excepting Temple and Stony Creek. A receiving
station has been established at the Third Street carhouse.
The company has requested the public to communicate sug-
gestions which if adopted would tend to improve the service.

Fatal Accidents in New York in January. — According to
the report of the National Highways Protective Society
thirteen children lost their lives on the streets and high-
ways of New York City in January, automobiles killed ten
and wagons three. The total number of persons killed by
vehicles was thirty-four. Of these, twenty-two were killed
by automobiles, seven by electric railways and five by
wagons, as compared with twenty-three by automobiles,
four by electric railways and four by wagons during the
corresponding month last year. Eighteen persons were
killed by vehicular traffic in the State of New York out-
side of New York City during the month. In New Jersey,
for the same period, fifteen persons were killed by auto-
mobiles and one by wagon, as compared with thirteen by
automobiles for a like period in 1915.

Bay State Fare Hearing Continued. — The Massachu-
setts Public Service Commission resumed hearings upon
the fare case of the Bay State Street Railway on Feb. 1.
Following the announcement that the company is not as
yet ready to present all its witnesses, the hearing was con-
tinued until Feb. 8, at the board's offices in Boston. A
resolve has been introduced into the Legislature extend-
ing the time at which the proposed fare increase shall be-
come effective, counsel for the numerous municipalities
affected having found the task of investigating the com-
pany's evidence and books too great for completion since
the last hearing in November. James F. Jackson, counsel
for the company, announced that within a week a schedule
of proposed fares for workingmen, supplementing the
present suggested tariff, would be filed with the com-
mission.

Effect of Jitney Operation in Seattle. — The department
of Public Utilities, Seattle, Wash., of which A. L. Valen-
tine is superintendent, has a traffic division which each
day makes observations of the street railway lines, par-
ticular attention being given to the morning and evening
rush-hour periods. The report of this department for the
year ended Nov. 30, 1915, recently filed with the Mayor,
is of particular interest because the results of the afore-
mentioned observations threw a clear light on the effects of
jitney competition in Seattle. The report shows a sum-
mary on one day — Oct. 15, 1914 — for all lines during the
evening rush hour, to be 27,606. A count taken on the
same date of 1915 shows 23,162, a decrease of 4444 in the
number of passengers, or exactly 16 per cent. This count
is further supplemented by an eighteen-hour count of
travel over four drawbridges for 1914, which shows a total
of 81,322 persons crossing these bridges, 73,030 being car-
ried on street cars and 8292 in automobiles and other
vehicles. A count taken in 1915 shows a total of 81,003
persons crossing these bridges for all conveyances, 60,278
being on street cars, a decrease of 12,752 or 16 per cent,
and 20,725 being in automobiles and other vehicles, an in-
crease of 12,433 in the number carried in automobiles.
This is said to show that the same number of people (the
difference being but 319) passed over these bridges during
1915, but 16 per cent of them had been diverted to auto-
mobiles.

292

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 6

Personal Mention

Mr. Frank D. Edmunds, who has been connected with the
New York (N. Y.) Railways for some time, has been ap-
pointed claim agent of the company, vice Mr. P. C. Nickel.

Mr. Frank W. Frueauff, New York City, who has been
a vice-president of the City Light & Traction Company,
Sedalia, Mo., has been elected president of the company
to succeed Mr. Henry L. Doherty.

Mr. D. D. Price, who has been master mechanic of the
Cumberland & Westernport Electric Railway, Cumberland,
Md., has been promoted and has assumed charge of track
maintenance in addition to his other duties.

Mr. Charles S. Hervey has been nominated by Governor
Whitman of New York for appointment to the Public Serv-
ice Commission, First District, for the one-year vacancy
caused by the resignation of Mr. George V. S. Williams.

Mr. Harry Hartwell, who has been connected with the
Pearson Engineering Corporation, New York for the last
four years as assistant to the vice-president, has been ap-
pointed acting general manager of the Winnipeg (Man.)
Electric Railway.

Mr. Travis H. Whitney has been nominated by Governor
Whitman of New York for appointment to the Public Serv-
ice Commission, First District, for the five-year term to suc-
ceed Mr. J. Sergeant Cram, whose term of office has expired.
Mr. Whitney has been secretary of the commission since its
inception.

Mr. Frank Irvine has been nominated by Governor Whit-
man of New York for reappointment to the Public Service
Commission, Second District, for a five-year term. It was
stated recently that Mr. Irvine expected to retire from the
commission to return to his post at Cornell University as
dean of the college of law.

Mr. Ralph E. Truesdell, who has been connected with
the electrical department of the Empire United Railways,
Syracuse, N. Y., and associated lines for the last eight and
one-half years, has severed his connection with that com-
pany to accept the position of chief electrician with the
Halcomb Steel Works, Syracuse, N. Y.

Mr. Harold A. Crane, connected with the banking firm of
Bodell & Company, Springfield, Mass., and Providence, R. I.,
has been elected treasurer of the Connecticut Valley Street
Railway and Massachusetts Northern Street Railway, with
headquarters at Greenfield, Mass. He was at one time as-
sistant treasurer of the Massachusetts Agricultural College.

Mr. Louis H. Egan, general manager of the Kansas City
(Mo.) Electric Light Company, has resigned from the com-
pany. Mr. Egan went to Kansas City in 1910 and in addi-
tion to his work with the Kansas City Electric Light Com-
pany he acted as advisor to his father, Mr. John M. Egan,
president of the Metropolitan Street Railway, that city, on
technical electrical matters affecting that property.

Mr. R. E. McDougall, claim agent of the New York State
Railways, Rochester Lines, and first vice-president of the
American Electric Railway Claims Association, was elected
acting president of the association by the executive commit-
tee at the mid-year meeting in Chicago on Feb. 4. He will
serve in the place of Mr. George Carson, Seattle, who was
elected at the San Francisco convention, but who has since
severed his connection with the Puget Sound Traction, Light
& Power Company.

Mr. George W. Shockey, who has been chief inspector
of the Capital Traction Company, Washington, D. C., for
several years, has been made superintendent of trans-
portation of the company. Mr. Shockey entered the serv-
ice of the company as a conductor in 1895, and in 1900
was promoted to the position of inspector, being the first
open inspector in the employ of the company. In 1910
he received the title of chief inspector. For the last fif-
teen years Mr. Shockey has been looking after the opera-
tion of cars on all the lines of the company and report-
ing on traffic conditions, taking care of special parties, etc.

Mr. W. W. Wysor, for the last eight years chief engineer
of maintenance of way of the Lehigh Valley Transit Com-
pany, Allentown, Pa., has resigned to accept the position of
assistant chief engineer of maintenance of way of the United
Railways & Electric Company, Baltimore, Md. Mr. Wysor
became connected with the company at Allentown at the be-
ginning of the rehabilitation program undertaken by Mr. R.
P. Stevens, former president of the company, and took an
important part in the work that has made the Lehigh Valley
Transit Company one of the most substantial urban and in-
terurban electric railways in the country. Mr. Wysor was
formerly chief engineer for the Chattanooga (Tenn.) Rail-
ways and previous to January, 1908, he was connected with
the Norfolk & Western Railway as assistant engineer in
charge of location and construction work for a period of
about seven years. Mr. Wysor also served for a short while
as a mining engineer in the Pocahontas coal fields of West
Virginia.

Mr. Charles E. Jenkins has been appointed chief engineer of
maintenance of way of the Lehigh Valley Transit Company,
Allentown, Pa., succeeding Mr. W. W. Wysor, resigned, who
has become connected with the United Railways & Electric
Company, Baltimore, Md. Mr. Jenkins has had a long and
varied experience with both electric and steam railways and
has been engaged in municipal and general engineering work
in New York City and Newark, N. J. Early in his career he
was connected with the White Plains & Elmsford Street
Railway in the construction of its lines between White Plains
and Tarrytown, N. Y. He was next associated with the Pas-
saic & Paterson Street Railway in building its connecting
link between Passaic and Newark, N. J., and later with the
Long Island Railroad in the reconstruction of its passenger
and freight terminals in Long Island City, N. Y. For the
last eleven years Mr. Jenkins has been engineer of the Eas-
ton Transit Company, Easton, Pa., now a subsidiary to the
Lehigh Valley Transit Company, and in addition to his new
responsibilities will retain supervision of the lines of the
Easton company.

Mr. Frank S. Krug, city engineer of Cincinnati, has been
chosen administrative head of the proposed Cincinnati
Rapid Transit & Interurban Railway project by the Rapid
Transit Commission of that city. Mr. King is also to be
chief engineer of the commission, and will have charge of
the actual construction if the citizens approve the $6,000,000
bond issue for the improvement that is to be submitted to
them in April. Following his graduation from Pennsyl-
vania Military College in 1884, with a degree in civil en-
gineering, Mr. Krug obtained a position in the office of
the county engineer of Hamilton County, Ohio, and rose to
the rank of assistant county engineer. In 1891 he became
county engineer, which office he held for fourteen years. In
recognition of his work his alma mater conferred the degree
of master of engineering on him in 1904. Following his '
service with Hamilton County, Mr. Krug became associated
with the Kirchner Construction Company, Cincinnati, Ohio,
as secretary and chief engineer. In January, 1914, he
accepted the appointment of city engineer of Cincinnati.

Mr. Elon von Culin, formerly chief clerk in the trans-
portation department of the Capital Traction Company,
Washington, D. C, has been appointed superintendent of
traffic of the company. All Mr. von Culin's business experi-
ence has been in the railway work or in railway construc-
tion. From 1890 to 1895 he was in the office of the chief
engineer of the Baltimore (Md.) Traction Company and the
office of the president of that company. From 1895 to 1897
he was with Mr. Edmund Saxton, street railway contractor,
who built the cable railway systems in Washington and part
of the underground electric railways in that city. From
1897 to 1898 he was with the Nassau Construction Company,
New York City, sub-contractors for a portion of the Amster-
dam Avenue and Madison Avenue conduit lines in that city.
He was also engaged in 1898 on the construction of the
Huntington (L. I.) Railroad, controlled by the Long Island
Railroad, for which the Nassau Construction Company had
the general contract. Mr. von Culin entered the service of
the Capital Traction Company in December, 1898, and for
several years thereafter was with the engineering depart-
ment of that company. He has since been in the operating
department.

February 5, 1916]

ELECTRIC RAILWAY JOURNAL

293

Mr. John M. Egan, who went to Kansas City in February,
1910, to manage the rehabilitation of the street railways, ex-
pecting to remain three years, has tendered his resignation
as president of the various

companies and as general
manager of the Metropoli-
tan Street Railway, effec-
tive on Feb. 11, when the
companies will go out of
existence, and the Kansas
City Railways will take
charge of the property. Mr.
Egan is sixty-nine years
old. He will retire, at least

temporarily, from active

work. Mr. Egan was born

in Springfield, Mass. His H V jJH

father was associated with ^HUfl

the group of men who went Wk

West in 18-S1 and became IMI

the officials of the Illinois

Central Railroad. Mr. John J. M. EGAN

M. Egan served as appren-
tice in a machine shop of the railroad at Amboy for more
than three years and then went into the superintendent's
office. After serving in various other capacities with the
company, he became connected with the division engineer's
office of the Illinois Central, until the division engineer's ap-
pointment as chief engineer of the old Northern Missouri
Railroad, at St. Louis, Mr. Egan going with him as chief
clerk. Mr. Egan was promoted to assistant division engi-
neer, division engineer and assistant chief engineer. The
superintendent of the St. Louis, Kansas City & Northern,
the successor to the Northern Missouri Railroad, was Will-
iam Van Horn, who later became Sir William Van Horn,
under whom Mr. Egan served on the Southern Minnesota
Railroad and the Canadian Pacific Railway at Winnipeg.
From Winnipeg he went to St. Paul as general superintend-
ent of the old Manitoba road, now the Great Northern. He
next went to the Chicago Great Western. Mr. Egan after-
ward operated an iron ore road in Michigan, and went
thence to Savannah, Ga., as vice-president of the Central
of Georgia Railroad and the Ocean Steamship Company.
In 1904 he took charge of the Armour-Swift-Burlington
holdings in North Kansas City. In 1906 he was made presi-
dent of the Kansas City Terminal Railway and laid the
foundation that resulted in the present Union station. In
1907 he went to South America to manage Brazilian railroad
properties, but returned to the United States in 1909. Mr.
Egan was made president of the Kansas City Railway &
Light Company in 1910, and upon the accession of the re-
ceivers, he continued as president of the companies, and was
made general manager for the receivers.

OBITUARY

Clarence A. Henley, who had been connected with the Mc-
Graw Publishing Company, Inc., for several years as a
member of the business staff of the Electric Railway
Journal, died on Feb. 1 as a result of injuries received in
an automobile accident on Jan. 29 as he was on his way
from New York to Washington on a short pleasure trip.
Mr. Henley was only twenty-four years old. He was great-
ly respected and esteemed not only by the staff of the Elec-
tric Railway Journal, but by the staffs of the affiliated
McGraw papers as well. He is survived by his mother, a
sister and a brother.

Frederick Heber Eaton, president of the American Car
& Foundry Company, died on Jan. 28 at his home in New
York. Mr. Eaton was born in Berwick, Pa., on April 15,
1863, and after a public-school education went to work in
the offices of the Berwick Rolling Mills. Later he went
with the Jackson & Woodin Company, and became one of
the organizers of the American Car & Foundry Company.
Since 1902 he had been its president. At the time of his
death Mr. Eaton was a director of the American Agricul-
tural Chemical Company, the American Car & Foundry
Export Company, the Columbia-Knickerbocker Trust Com-
pany, New York, the Hoyt & Woodin Manufacturing Com-
pany, Hale & Kilburn Company, the Susquehanna, Blooms-
burg & Berwick Railroad and other companies, and a
trustee of the Mutual Life Insurance Company, New York.

Construction News

Construction News Notes are classified under each head-
ing alphabetically by States.

An asterisk (*) indicates a project not previously
reported.

RECENT INCORPORATIONS

Martinez & Concord Interurban Railway, Martinez, Cal.

— Incorporated in California to construct a line from Mar-
tinez to Concord, 7 miles. Capital stock, $200,000. Incor-
porators: Clifford McClellan and I. H. Steffan, San Fran-
cisco; Irving Peterson and G. F. Peterson, Berkeley, and
J. A. Olson, Alameda. [Jan. 15, '16.]

*Youngstown & Suburban Railway, Youngstown, Ohio. —
Incorporated in Ohio to construct a line from Youngstown
to Leetonia. Capital stock, $10,000. Incorporators: John
T. Harrington, James P. Wilson, J. W. Blackburn, Fred J.
Heim and Clyde W. Osborne.

Vercheres, Chambly & La Prairie Tramways Company,
Montreal, Que. — Application for a charter has been made by
this company to the Quebec Legislature. Capital stock,
$500,000. Incorporators: James W. Domville, Rosemere;
Alfred Colas, Longueuil; Douglas W. Ogilvie, Ernest Pitt
and Edmond Durcharme, all of Montreal. [Jan. 8, '16.]

FRANCHISES

Arlington, Cal. — The Pacific Electric Company has asked
the Council for permission to abandon its Brockton line
from Tibbetts Station to Magnolia Avenue and its Victoria
line from the west end of the Victoria Bridge to the present
terminus.

San Diego, Cal. — Bids will be received until March 6 by
the Council of San Diego for the franchise to construct a
line on University Avenue from Fairmont Avenue to Euclid
Avenue requested by the San Diego Electric Railway.

Lawrence, Kan. — The Kansas City, Kaw Valley & West-
ern Interurban Railway has asked the Council for a fran-
chise through Lawrence in connection with its proposed ex-
tension to Topeka. The proposed franchise names three
optional grants, each providing for a different route out of
town to the west, and provides that within one year after
its adoption the company shall adopt and accept one of the
routes named and that the other optional grants imme-
diately become null and void.

Kansas City, Mo. — The Metropolitan Street Railway has
received a franchise from the Council to extend its double
track on Broadway from Southwest Boulevard to Twenty-
fourth Street.

Reading, Pa. — It is reported that the Reading Transit &
Light Company will ask the Council for a franchise to con-
struct a line on Twelfth and Thirteenth Streets, Reading.

Dallas, Tex. — Formal acceptance of the franchise grant-
ing interurban rights on Jefferson Avenue between Com-
merce Street and the river has been filed with the City
Commission by the Northern Texas Traction Company. The
ordinance was effective Jan. 10. Upon this grant was con-
ditioned the construction of a viaduct over the steam lines
entering the Union Depot and work has already been begun
on this project.

TRACK AND ROADWAY

Birmingham - Tuscaloosa Railway & Utilities Company,
Tuscaloosa, Ala. — This company plans to make extensive
improvements on its line between Tuscaloosa and Holt, and
also will build a spur to the depot of the Mobile & Ohio Rail-
road.

Little Rock & Hot Springs Electric Railway, Little Rock,
Ark. — Financial prospects indicate a possibility of early
construction work on this company's proposed line between
Little Rock and Hot Springs. All preliminaries have been
finished, right-of-way and depot sites obtained and surveys
completed for the line. M. B. Moore, Little Rock, presi-
dent. [Aug. 22, '14.]

294

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 6

Pacific Electric Company, Los Angeles, Cal. — Plans are
being considered to construct a line to serve the north end
of Lamanda Park. The line would be an extension of the
north loop out on Villa Street to connect with the Sierra
Madre line on Santa Anita Boulevard.

Municipal Railways of San Francisco, San Francisco, Cal.
— The contract for the construction of the Church Street
municipal line from Sixteenth to Eighteenth Streets and
from Twenty-second to Thirtieth Streets has been awarded
by the Board of Public Works to the Western Motor Dray-
ing Company on its bid of $57,455. The contract for fur-
nishing and installing reinforced concrete trolley poles has
been awarded to John Spargo for $6,590. The Contra Costa
Construction Company is now building the line between
Eighteenth and Twenty-second Streets. The city engi-
neer of the San Francisco Board of Public Works has
requested the supervisors of that city to set aside
$5,000 for preparing preliminary estimates and reports
on several proposed extensions to the Municipal Rail-
way system. The following extensions are proposed: Stock-
ton Street line across Market Street to the Southern Pacific
depot at Third and Townsend Streets; present Potrero
Avenue line to Hunter's Point; Fifteenth Street and Park
Hill line, and Townsend Street from the Potrero Avenue
line. It is also proposed to construct and purchase various
lines in the Sunset district and modify the former plan for
a line across Golden Gate Park.

Georgia Railway & Power Company, Atlanta, Ga. — This
company is contemplating extending its Atlanta-Lindale
transmission line to furnish electrical service to Cedartown.

Southern Illinois Railway & Power Company, Chicago,
111. — During this year this company plans to build about 60
miles of track to connect Harrisburg with Marion, Johnson
City, Herrin and Benton, as noted more in detail on page 283
of this issue.

Southern Illinois & St. Louis Railway, Chicago, 111. —

Orders have been placed by this company for material to
be delivered this year to be used in the construction of its
line to connect Harrisburg, Marion, Pittsburgh and Johns-
ton City. Actual construction work is expected to begin
the middle of March, the financing of the road having been
completely arranged for. W. H. Schott, 111 West Mon-
roe Street, Chicago, president.

Aurora, Elgin & Chicago Railroad, Wheaton, 111. — Plans
are being made by this company to extend its Park Street
line in North Liberty Street, Elgin, to the north factories.

Union Traction Company, Anderson, Ind. — This company
has been granted permission by the Council of Anderson to
raise the grade of its tracks across North Main Street.
These tracks must be raised 8 in. in order to conform with
the grade of the traction bridge over White River. The
company is also lengthening its bridge at Anderson in ac-
cordance with federal plans designed to prevent high waters.
The fill to the north abutments of the bridge has been re-
moved and a new section has been placed in service.

Evansville, Ind. — Preliminary plans for a vehicle and
traction bridge over the Ohio River 5 miles above Evans-
ville, Ind., have been drawn by Laub & Fetterman, con-
tracting engineers of Pittsburgh. These plans were drawn
from a survey of the Evansville & Henderson Traction
Company, the cars of which are now ferried over the river
from the Illinois Central incline near the same point. It is
estimated that the cost of the bridge would be about $700,-
000, exclusive of the cost of the approach. Under the
project Evansville would raise $300,000 of this sum, while
it is proposed that the remainder be raised in some other
manner. Mayor Benjamin Bosse is head of the bridge com-
mittee of the Evansville Chamber of Commerce, which
would undertake to promote the improvement.

Gary & Interurban Railroad, Gary, Ind. — Plans are being
considered by this company to construct a 2-mile extension
to the new Gary tin mills. The consent of the Federal
Court for the expenditure of the necessary money for the
extension must be secured before the line can be built.

*South Bend, Ind. — A. E. Anderson of the Union Bank
of Chicago has obtained an option on a traction line right-
of-way between South Bend and Plymouth from Gabriel
R. Summers of South Bend.

Hutchinson (Kan.) Interurban Railway. — The stockhold-
ers of the Hutchinson Interurban Railway have voted to
spend the 1915 earnings for reconstructing and building
additions to its line.

Lewiston, Augusta & Waterville Street Railway, Lewis-
ton, Me. — This company has asked the Public Utilities Com-
mission of Maine for its approval of the construction of an
extension of its lines from Bowdoin and Summer Streets,
along Summer Street to the property of the Wadsworth &
Woodman Company, Winthrop.

Detroit (Mich.) United Railway. — Following a confer-
ence between the members of the Street Railway Com-
mission and officials of the Detroit United Railway, the
commission recommended to the Common Council that
permission be granted the company to construct several
miles of extensions. The Council has referred the recom-
mendation to its committee on public utilities for a re-
port. The commission recommends the extension of the
Warren Avenue crosstown line to the westerly city limits,
the extension of the Forest Avenue crosstown line to the
easterly city limits, the completion of the so-called work-
ingman's belt line, part of which was constructed a year
ago, and the extension east of the Kercheval Avenue line.
To these extensions the company has agreed, the same to
be built this year under the day-to-day agreement now ex-
isting between the city and the company.

Mesaba Railway, Virginia, Minn. — This company has
awarded a contract to the Winston-Deer Company for the
construction of a 6-mile extension to Sheridan Mine, Hib-
bing.

Mexico Investment & Construction Company, Mexico, Mo.

— It is reported that plans are being considered by this
company to construct extensions into Callaway and Monroe
Counties in the spring.

International Railway, Buffalo, N. Y. — An order has been
issued by the Public Service Commission for the Second
District of New York, prescribing the manner in which the
International Railway Company's new high-speed line from
Buffalo to Niagara Falls is to cross the various streets,
highways and other tracks. The commission also granted
its approval of the franchise. For the greater part of the
way the new line will extend through private right-of-way.
Important highways will be crossed on viaducts, as will all
main lines of steam roads. The franchises approved in-
clude those from the city of Buffalo and town of Tonawanda
for crossing Kenmore Avenue. A condition of the order
which the company must accept is that if at any time in
the future the crossings now provided at grade should be
sought to be eliminated the company will hold itself a
party to such proceedings as if it were a steam railroad
and will pay a steam railroad's share of cost of such a sep-
aration of grades and not plead exemption as a surface
railway under the law. In addition the commission requires
the railway to go to the Supreme Court for an order ap-
proving these crossings in the village of La Salle and the
towns of Tonawanda and Wheatfield, and to accept and file
with the commission the agreement with the city of Buf-
falo whereby the company is bound to pay its share of
any future elimination of the crossing of Kenmore Avenue.

New York City. — Reconstruction of the roadway of the
Queensboro Bridge and the transfer of the car track serv-
ice to the outer brackets of the structure, which was recom-
mended by Bridge Commissioner F. J. H. Kracke, has been
approved by Mayor Mitchel. The estimated cost of the
new work is $144,000.

Interborough Rapid Transit Company, New York City. —
The Public Service Commission for the First District of
New York will hold a public hearing on Feb. 14 upon the
proposed terms and conditions of a contract for the con-
struction of a railroad yard at 239th Street on the White
Plains Road extension of the Lenox Avenue branch of the
first subway. The yard is to be built in an open cut, with
a two-track approach to it built partly in open cut, partly
on embankment and partly on steel construction, upon pri-
vate property in The Bronx, bounded by White Plains Road,
East 239th Street, Nereid Avenue and Baychester Avenue.
The work must be completed within ten months from the
delivery of the contract. The commission has readver-
tised for bids for the installation of tracks upon the

February 5, 1916] ELECTRIC RAILWAY JOURNAL

295

White Plains extension of the Lenox Avenue branch
of the first subway. This contract was first advertised
last November, and bids were opened Nov. 23. The
lowest bidder at that time was the Coast & Lakes Con-
tracting Corporation, whose bid aggregated $53,930. The
proposal of the next lowest bidder footed up more than
$102,000, and the Coast & Lakes Contracting Corporation
claimed that it had made a mistake in its figures, and de-
sired to withdraw its bid. The commission, however,
awarded the contract to the company at the figure named.
Later the Coast & Lakes Contracting Corporation filed a
stipulation, agreeing to pay the cost of readvertising for
bids if the commission would relieve it of its obligation
under the original award, and also agreed to put in a bid
under the readvertisement at a figure not to exceed $94,-
280, which the company says is the amount it intended to
bid in the first place. A readvertisement for bids, to be
opened Feb. 16, was accordingly ordered.

New York State Railways, Utica, N. Y. — The Public
Service Commission for the Second District of New York
has issued an order to the New York State Railways to re-
pair its track in Whitesboro. The work must be begun on
or before May 1.

*Columbiana, Ohio. — At a recent meeting of the Cham-
ber of Commerce of Columbiana an electric line from Co-
lumbiana to East Palestine was discussed, and it is be-
lieved that the road will be built during the summer.

Steubenville & East Liverpool Railway & Light Company,
Steubenville, Ohio. — An entirely new street lighting sys-
tem will be installed in Steubenville by this company if
the lamps installed on trial prove satisfactory.

*New Hamilton, Pa. — A municipal light plant and trolley
line between New Hamilton and the works of the Mtna Ex-
plosive Company was assured at the close of a public meet-
ing recently held at New Hamilton when the first $1,000
was subscribed toward the capital necessary for the project.
J. W. White, superintendent of the Mtna Explosive Com-
pany, pledged his company to take up one-half of the capi-
tal stock to build and equip the new line and would guar-
antee receipts aggregating $50 per day from the same
source.

Pottstown & Phoenixville Railway, Pottstown, Pa. — It is
reported that work will be begun in April on this com-
pany's extension from Spring City to Linfield.

Rhode Island Company, Providence, R. I. — Work will
soon be begun by this company repairing its line on Cran-
ston Street. New and heavier rails will be laid from the
city line to School Street. Plans are being made by the
company to double track its line on Randall Street from
Charles Street to North Main Street next spring.

Brownsville (Tex.) Street Railway. — Plans for an exten-
sion of its lines are being considered by this company. It is
expected that a franchise for a line across the Rio Grande to
Matamoras, Mexico, may be acted upon soon.

Corpus Christi (Tex.) Traction Company. — J. J. Caswell
has deposited $5,000 with the Council to guarantee the con-
struction of the proposed electric railway from Corpus
Christi to Wards Island, 8 miles. The line is to be com-
pleted and in operation within twelve months. [Aug.
21, '15.]

Dallas (Tex.) Consolidated Electric Street Railway. —
Work has been begun by this company on the paving and
reconstruction of tracks and roadbed on Commerce Street
from the Houston & Texas Central Railroad tracks to Ex-
position Avenue. Steel ties, instead of wooden ones, will
be used and will be set in concrete foundation in such a
way as to permit their subsequent removal without dis-
turbing the sub-layer of concrete or the gravel that will
be placed the ties and the concrete. The company has been
directed by the Board of City Commissioners to reconstruct
its tracks on Henderson Avenue from Ross to Monarch
Street with 90-lb. rail, preparatory to the paving of the street.

Northern Texas Traction Company, Dallas, Tex. — This
company has begun the construction of a steel and con-
crete viaduct across the railway tracks leading into the
proposed union station. Double tracks will be laid on the
main structure and on both approaches. The floor of the
viaduct will be of solid reinforced concrete.

Wisconsin-Minnesota Light & Power Company, Eau
Claire, Wis. — It is reported that this company is consider-
ing the construction of an extension from Chippewa Falls
to St. Paul and Minneapolis.

Milwaukee Western Electric Railway, Milwaukee, Wis. —
A report from this company states that prospects are
favorable for beginning construction of its line next spring.
The proposed line will connect Milwaukee, Sussex, Pewau-
kee, Waukesha, Neosho, Hustisford, Juneau, Beaver Dam
and Fox Lake. Alvin P. Kletzsch, Milwaukee, president.

SHOPS AND BUILDINGS
Gulfport & Mississippi Coast Traction Company, Gulf-
port, Miss. — This company has removed its offices to the
Dukate Theater Building. The building is being remodeled
and will contain a passenger waiting room and also a
freight room.

Dallas, Tex. — A permit for the new union interurban sta-
tion to be erected by Stone & Webster has been issued by
City Building Inspector H. J. Emmins. The permit calls
for the erection of a structure to cost $600,000. This is
exclusive of the trackage and other features. Construction
of the interurban building began on Dec. 8. The main
building will face on Jackson Street, extending from Brow-
der Street on the west to within a short distance of Ervay
Street and will be eight stories high. The contractors ex-
pect to complete the building and the yard tracks and loops
on city streets by Sept. 1.

POWER HOUSES AND SUBSTATIONS
Oskaloosa Traction & Light Company, Oskaloosa, Iowa. —

This company will rebuild its power lines in the business dis-
trict.

Northern Ohio Traction & Light Company, Akron, Ohio.

— It is reported that preparations are being made by this
company to triple the output of its plant at the Gorge. The
plans provide for the installation of two 20,000-kw. turbo-
generators and accessories.

Cleveland (Ohio) Railway. — The power department of
the Cleveland Railway has recommended the following im-
provements: Turbine at the Cedar Avenue power plant,
$250,000; four 600-hp. boilers at the Cedar Avenue plant,
$75,300; power department headquarters at the Cedar Ave-
nue battery building, $10,000; line department headquar-
ters at the Cedar Avenue power plant, $10,000; additional
equipment at the West Twenty-fifth Street substation, $17,-
000; additional return circuit equipment, $52,300; addi-
tional feeders, including cables across the new Superior
Avenue viaduct, $27,000. These amounts, plus 15 per cent
for engineering and contingencies, total $507,840.

Montreal (Que.) Tramways Company. — Considerable ad-
ditions to its steam generating plants in Montreal will be
made by this company, and plans have been prepared pro-
viding an ultimate capacity at the Hochelaga plant of about
60,000 hp. The company will install large-sized turbo-gen-
erator units, and the first order has been placed with the
Canadian General Electric Company for one 12,500-kw.,
15,630-kva. Curtis turbine. The contract for boilers has
been placed with Babcock & Wilcox, Ltd. The boilers are
of the steel-cased marine type, with superposed economizer
and equipped with superheaters and chain-grate stokers.
Further plans call for the linking up of the Hochelaga
power house with all the substations of the Montreal Tram-
ways Company by means of 12,000-volt, high-tension feed-
ers.

Tennessee Railway, Light & Power Company, Chatta-
nooga, Tenn. — Construction has been begun by the Ten-
nessee Power Company, the principal generating subsidiary
of the Tennessee Railway, Light & Power Company, on a
new hydro-electric station on the Caney Fork River near
Great Falls, Tenn. The initial installation at the new sta-
tion will be 10,000 hp., to be later increased to 40,000 hp.
A dam will be constructed across the river and the water
will be taken by a tunnel through the mountain to the
power house. There has been such an increase in the de-
mand for power in the section served by the company that
plans are now being considered for a third hydro-electric
plant on the Ococee River in addition to the Caney Fork
plant and the 10,000 hp. steam auxiliary station now under
construction at Parksville.

296

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 6

Manufactures and Supplies

ROLLING STOCK

Cumberland Traction Company, Edmonton, Ky., expects
to purchase motor cars during 1916.

Macon & Birmingham Railway, Macon, Ga., is reported
as having purchased an additional motor car.

Toledo, Fostoria & Findlay Railway, Fostoria, Ohio, ex-
pects possibly to purchase one car body during 1916.

Lehigh Valley Transit Company, Allentown, Pa., is re-
ported as having ordered twelve cars from the Southern Car
Company.

Androscoggin Electric Company, Lewiston, Me., has or-
dered one flat car and trucks from the Laconia Car Com-
pany. m\

Arkansas Valley Railway, Light & Power Company,

Pueblo, Col., may purchase one or two single-truck car
bodies during 1916.

Bay State Street Railway, Boston, Mass., is reported to
be considering the addition of 200 new cars and the remod-
eling of a number of its present cars for prepayment oper-
ation.

Grand Rapids, Grand Haven & Muskegon Railway, Grand
Rapids, Mich., is reported as expecting to order one arch
roof steel baggage, smoking and passenger car, and one
smoking and passenger car.

Binghamton (N. Y.) Railway is preparing specifications
for sixteen all-steel cars, having a 16-ft. body and mounted
on a Radiax truck. The order will be placed for this equip-
ment within the next thirty days.

Columbus Railway, Power & Light Company, Columbus,
Ohio, is rebuilding in its own shops seventeen open, side
running board, motor cars into semi-convertible, fully-in-
closed prepayment cars.

Public Service Railway, Newark, N. J., noted in the
Electric Railway Journal of Jan. 29 as being in the
market for twenty interurban cars, has ordered this equip-
ment from The J. G. Brill Company.

Fairburn & Atlanta Railway & Electric Company, Fair-
burn, Ga., has ordered from the Railway Storage Battery
Car Company of New York three Edison storage-battery
cars to operate over its line from College Park, Atlanta, to
Fairburn, Ga. The new installation replaces four gasoline-
propelled cars. This service is being adopted to meet the
rapidly increasing passenger and freight traffic brought
about by the growing condition of this section, which shows
promise of becoming a very prosperous residential and man-
ufacturing suburban district. The battery cars will serve
this community from 6 a. m. to 11 p. m. in an hourly serv-
ice. They will be of the standard suburban type, equipped
for double-end operation and will seat forty-four passen-
gers. M. C. B., semi-steel construction will be followed
throughout. It is expected that the cars will be completed
so as to be placed into regular service on this line about
June 1.

TRADE NOTES

Edwin G. Hatch, New York City, engineer, has received
an order from the Montana Power Company, Butte, Mont.,
for a large number of seamless copper splicing sleeves for
its extensions.

Automatic Ventilator Company, New York City, has re-
ceived an order to equip with its E-4 type ventilators the
forty cars recently ordered by the Des Moine's (Iowa) City
Railway from the McGuire-Cummings Manufacturing Com-
pany.

American Car & Foundry Company, New York City, at a

meeting of its board of directors, elected William H. Woodin
president, to succeed the late Frederick H. Eaton. Mr.
Woodin since 1902 has been a director and assistant to the
president.

Bates Expanded Steel Truss Company, Chicago, 111., has

received orders for its expanded steel trolley or transmis-

sion poles from the following companies: Tulsa (Okla.)
Railway; Oklahoma Railway; Enid (Okla.) City Railway;
Midland Water, Light & Ice Company, Dodge City, Kan.,
and the Public Service Company of Oklahoma, Oklahoma
City, Okla.

Nelson P. Hall, who for a number of years represented
the Electric Service Supplies Company, has opened a man-
ufacturers' agency at Room 900, 14 East Jackson Boule-
vard, Chicago, 111. Among other concerns Mr. Hall will
represent the National Brake Company, the Locke Insu-
lator Manufacturing Company and the Coil Manufactur-
ing & Repair Company.

ADVERTISING LITERATURE

Chicago (111.) Pneumatic Tool Company has issued a
bulletin which contains small illustrations of certain of its
many types of pneumatic compressors and Giant fuel oil
and gas engines.

General Electric Company, Schenectady, N. Y., has
issued Bulletin No. 47750, superseding Bulletin No. 4967,
which describes and illustrates its various types of switch-
board structural devices and accessories.

Reinforced Concrete Pipe Company, Chicago, 111., has
issued a catalog describing its reiforced concrete pipe. A
number of illustrations are included, which clearly show
the methods and types of construction of this pipe, and
its adaptability to various uses. It is stated that this
form of pipe is now in use in more than 140 cities in thirty
States in the United States and Canada, Mexico and South
America.

James G. Biddle, Philadelphia, Pa., has issued an illus-
trated catalog describing the applications of his Megger
testing set, a portable direct-reading meter that registers
ohmic values up to 5000 megohms. Among the electric
railways stated as being users of this apparatus are the
Chicago Railways; Citizens Traction Company; Cleveland
Railway; New York Railways; New York, New Haven &
Hartford Railroad; New York, Westchester & Boston Rail-
way; Norfolk & Western Railway; Pittsburgh Railways;
Portland, Eugene & Eastern Railway, and Transit Develop-
ment Company.

NEW PUBLICATION
The Experience Grading and Rating Schedule. By E. G.

Richards. Published by the National Board of Fire

Underwriters. New York. 104 pages.
The section of this book under the above title is designed
to be a United States standard for measuring fire insur-
ance costs based upon combined experience averages. The
book also contains the "Standard Classifications of Occu-
pancy Hazards and Loss Report Form of the National
Board of Fire Underwriters."

ROOSEVELT ON THE RAILROADS

In the course of a speech which he made in Philadelphia
on Jan. 20, Colonel Roosevelt said:

"California, under Governor Johnson, has tried to do jus-
tice to the railways, as well as to exact justice from them.
This effort has been partially nullified by the fact that, in
direct contravention of one of the main purposes which the
United States Constitution was designed to put into effect,
we have permitted interstate commerce largely to pass
under the control of the States, instead of keeping it under
the control of the nation. When, for instance, California,
appreciating the fact that railroads cannot possibly be suc-
cessfully operated unless they are allowed business oppor-
tunities which will enable them to make a reasonable profit,
acted accordingly, the action was nullified by certain neigh-
boring State commissions. California's experience has
shown that it is impossible permanently to secure good
results in dealing with the instrumentalities of interstate
commerce, the railroads doing an interstate business,
through the commissions of forty-eight different States,
and that the only way is to have the whole business of inter-
state commerce and everything pertaining to it handled
by the administrative officers at Washington. I believe in a
national incorporation law for corporations of any size en-
gaged in interstate business."

Published by the McGraw Publishing Company, Inc.
Consolidation of Street Railway Journal and Electric Railway Review

—

Vol. XLVII NEW YORK SATURDAY, FEBRUARY 12, 1916 No. 7

PRESIDENT We are glad to publish in this

-HENRY'S issue a letter from President

LETTER Henry addressed to the members

of the American Electric Railway Association and the
American Electric Railway Manufacturers' Association
explaining in detail the amendments to the constitution
adopted at Chicago. As shown by him, their purpose
is to provide an invitation to the manufacturers to be-
come full members of the association, and they do not
legislate the Manufacturers' Association out of exist-
ence. The railway association needs not only the sup-
port of the manufacturers but their advice and help
in all its councils. The adoption of the amendments
makes this possible in the future. If there has been
a fear on the part of the manufacturers that their mem-
bership in what might be called the "new" association
was to be nominal — not real, this idea should be dissi-
pated by President Henry's letter and his plea for
united effort in a common cause. These words mean
that the proposed co-operation is to be not only by all
but for all, and under such a policy results ought to be
attained which could not be secured without pooling the
interests of all of those concerned in the industry.

THE TECHNICAL An interesting discussion as to
COMMITTEES OF the relation of the American In-
THE A. I. E. E. stitute of Electrical Engineers to

societies with activities overlapping its own was a fea-
ture of the opening session of the midwinter convention
held in New York this week. The Institute is now or-
ganized with a number of technical committees, one of
them being the railway committee, to which is assigned
the duty of bringing out timely papers and discussion in
their respective fields. The big problem for these com-
mittees and the Institute is. so to divide the field with the
national societies which devote themselves to specialties
that there may be no duplication of effort and that each
may perform the function for which it was organized.
The A. I. E. E. technical committee on electric railways
has devoted most of its attention recently to heavy elec-
tric traction. The American Electric Railway Engineer-
ing Association has a committee on this subject. Now
it is evident that the purposes of these two committees
must be different or they will be in competition, which
would be an uneconomical condition. There must be a
fundamental principle whose application will determine
whether a given paper or discussion is appropriate for
an A. I. E. E. meeting, or should be incorporated in an
A. E. R. E. A. report, or should be published through
the technical press. What applies in this example ap-
plies equally, of course, in a dozen other fields. The
principle was touched upon in the discussion of D. P>.
Rushmore's paper, the presentation of which provided

the occasion for considering the topic at this time. This
principle is that the function of the Institute is to con-
sider the fundamentals of electrical engineering rather
than the detailed applications, leaving the latter to the
societies organized and especially qualified to handle
them, and to the technical press. Only by confining at-
tention to the elements more or less common to all
branches of electrical engineering can the Institute hope
to meet the demands upon it within the limitations of
its resources.

CHICAGO
COMMISSION IS
NON-POLITICAL

It is indeed refreshing to see
a large city like Chicago, when
confronted with an important
transportation problem, select for its solution a non-
political commission of engineers of the highest caliber
obtainable in this country. Such men as William Bar-
clay Parsons, Robert Ridgway and Bion J. Arnold mani-
festly could not have been chosen if political pressure
had been brought to bear upon their appointment. Just
a decade ago Mr. Arnold was employed by Chicago to
prepare plans and specifications for the traction settle-
ment ordinances which were reported to the City Coun-
cil in December, 1905. The choice was a fortunate one,
and the Board of Supervising Engineers, Chicago Trac-
tion, was the result. For the past five years there has
been considerable agitation and committee work on the
question of improved local transportation, but in each
instance politics entered, with the result that nothing
was accomplished. During this five years of considera-
tion, the traction situation, particularly in the down-
town district of Chicago, has continued to grow more
critical and has reached a point where everyone realized
that something must be done and done immediately. At
a meeting of the local transportation committee of the
Chicago City Council held last fall, Samuel Insull, chair-
man of the Chicago Elevated Railways Collateral Trust,
and L. A. Busby, president of the Chicago Surface
Lines, upon invitation, recommended a course which
they believed would lead to an early solution of Chi-
cago's transportation problem. The committee followed
the recommendations of Messrs. Insull and Busby to
the letter and, after a most painstaking inquiry into
the qualifications of some sixty engineers, the present
commission was selected. Its make-up was unanimously
approved by the sub-committee and the local transpor-
tation committee, and as a further expression of con-
fidence the City Council passed the ordinance creating
the commission by a vote of 57 to 8. A well-balanced
commission was what the sub-committee endeavored to
select, as well as one of which some of the members
would be from outside of Chicago. With Mr. Parsons,
experienced in the solution of many important trans-

298

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 7

portation problems in other cities, with Mr. Arnold,
thoroughly grounded in the local requirements, and with
Mr. Ridgway, the construction expert, pre-eminent bal-
ance was obtained, and the findings of such a body will
doubtless receive most serious consideration on the part
of the city and the transportation companies.

GOOD WORKMANSHIP CANNOT BE HAD
BELOW COST
Recent rumors seem to indicate that at least some of
those who took rather heartless advantage of the mar-
ket conditions of the past year and a half have had
reason to rue it. Competition for supplying electric
railway equipment never was more keen than during
this time, for the cumulative effect of the general busi-
ness depression and competition by jitney bus and auto-
mobile created an unprecedented shrinkage in railway
earnings with a consequent limitation of purchases.
Price cutting was inevitable on the part of manufac-
turers to keep their plant organizations intact, and the
invariable tendency of purchasing agents to play one
bidder against another forced many sales at prices
which have been commonly termed "below cost."

As a matter of fact, we doubt whether cars are ever
sold below cost. If the truth were known concerning all
the conditions surrounding the closing of these contracts
at abnormally low figures it would be found that the pur-
chasers were extremely liberal in their specifications.
Indeed, there were instances where absolute freedom
was granted as regards the details, and where competi-
tion becomes sharp advantage is bound to be taken of
any leeway in the specifications to reduce the amount
of the bid. Skimping may, perhaps, be introduced most
readily through the substitution of cheap car-body
equipment for the material that would normally be ex-
pected, because a large percentage of the cost of a car
is set aside for specialties such as heaters, brakes, venti-
lators, destination signs and the like, and there are
many types of each on the market. But if, in addition,
the manufacturer is forced to cut his price below the
normal cost of labor and material, his product must
bear the brunt of this cut, either in imperfect workman-
ship or low-quality materials, and when this is the case
it is only to be expected that unsatisfactory service re-
sults should follow.

As an example may be cited a recently-discovered case
where, in six holes that were punched in a 4-in. cross-
bearer, there were only three rivets, and even when the
rivets were placed, instead of being upset with button-
heads the ends were simply bent over, looking as though
the alleged riveting had been done cold and with a hand
hammer instead of an air-driven tool with a rivet set.
In another case where two trucks had been built to the
same specifications but by different companies, one man-
ufacturer had followed the drawings to the letter, while
the other had substituted different sections and castings
until the two trucks, placed side by side, actually looked
like two radically different designs. When the substi-
tutions were made, the tendency was to put in lighter
sections and castings, and this circumstance is hardly
surprising in view of the fact that the equipment had

been purchased materially below the average market
price. As we see it, this is a commercial age and man-
ufacturers are in the business for profit — not as philan-
thropic institutions. When a purchasing agent thinks
he can obtain something for nothing he is fooling nobody
but himself.

THE STRATEGY OF STOPS
It is well understood among electric railway men that
unnecessary stops slow up traffic and that it is desirable
to make the minimum number of stops which will thor-
oughly well serve the patrons of the road. But to meet
this requirement in city service demands something
more than stops at certain designated streets and rea-
sonable care in selecting the corners which by reason
of heavy traffic concentrated there plainly indicate the
necessity of a stop. It is necessary to examine some-
what into the habits of the traveling public and the
local conditions in order to determine just where a stop
will do the most good.

For instance, it is the custom among most companies
to halt regularly to receive or discharge passengers on
either the near or far corner of the street. Consistency
in this respect on any one system up to a certain point
is desirable, but it should not be allowed to override
every other consideration. On a particular cross street
conditions may and often do exist which produce a de-
cided preference for one side or the other of the street
as the suitable point for stopping the cars, and that
point, irrespective of precedent, should be unhesitatingly
chosen. It is not absolutely necessary that cars should
systematically stop on a particular side of the street
provided the stopping place is, as it should be, so plainly
marked that the public can make no mistake. It is im-
portant that the stops should be made accurately at the
same point and at such point as will give the passengers
the best chance to get on and off the ears. Nothing is
more inconvenient or annoying to the patrons of a road
than to be uncertain within 60 ft. or 50 ft. as to where
the car is likely to stop and then probably to find it far
off the crossing in a sea of mud. It is worth something
in the saving of time, if for no better reason, to have
the stop made accurately in a place where the passengers
can get on and off promptly.

A little attention to picking out those stopping places
which best meet the traffic conditions will save time in
the runs, make friends, and probably eliminate some
needless stops. As a shining example of what a little
judgment may do in this matter we may refer to a
change worked out in Boston where the stopping place
of the cars emerging from the subway was shifted from
the west to the east side of a particularly busy cross
street infested with automobiles to an unusual degree.
The change was a very simple one, fortunately helped by
the construction of a suitable place of boarding the cars,
but the result has been altogether admirable in serving
the convenience of the public, avoiding as it does for the
most part the crossing of a particularly troublesome
street at a specially bad point. Another instance is at
Thirty-second Street and Broadway, in New York, where
the cars stop at the far side instead of the near side of

February 12, 1916] ELECTRIC RAILWAY JOURNAL

299

the street as on most parts of the rest of the system.
Almost any road can find, with a little judicious fore-
sight, similar cases in which change from one side of
the street to the other in the stopping place would be
similarly advantageous.

This plan is in line with the main purpose of the skip-
stop idea, namely, that stops should be selected at points
which will be of the greatest convenience to the majority
of passengers and not arbitrarily located at every cross
street. So long as the actual traffic conditions indicate
a series of stops entirely regular in the geographical
sense, very good; when they indicate a departure from
this regularity, it ought to be made without hesitation,
provided these exceptions are conspicuously marked.

We hope that the time will come when the fetich of
a stop at every cross street when passengers wish to
board or alight will no longer be believed. It has
been respected too long, because it is obvious that if
the practice is followed in cities where the blocks are
eight to the mile, many unnecessary stops are made
when the blocks are twenty to the mile. It is important,
it is true, for the intending passenger to know where
the car will stop, but this fact can be indicated just as
well by signs on the poles or by some other distinguish-
ing mark as it can be by making a stop at every corner.
Experience with the plan of. reducing the number of
stops shows that the convenience of the public is con-
served thereby.

INDUCTIVE INTERFERENCE IN HEAVY TRACTION
At the present time one of the most important but
little-understood considerations in the field of heavy
electric traction is that of the local inductive interfer-
ence with telephone lines along rights-of-way. The
difficulty, of course, is more serious as regards the effect
upon commercial wires, which even may not be actually
on the right-of-way, than upon the railroad company's
wires, because there seems to be a well-defined senti-
ment in favor of putting the latter in cables under-
ground if only to assure the physical safety of the rail-
way's means for communication. Although underground
installation of wires in twisted pairs would likewise re-
duce the troubles of commercial lines, the fact remains
that such circuits are likely to remain overhead for
years to come, and for this reason the problem of avoid-
ing interference with them will be a live one until some
universal and inexpensive solution is found.

Such a solution is far from apparent to-day, when
comparatively little is understood about the real causes
and possibilities of remedying the trouble, yet some
definite progress at least has been made. In alternat-
ing-current installations experience has shown that
stub-end feeds must not be made, and that transformer
stations must be located at the ends of each line as well
as at intervals along it. Thus, a train in any location
will always draw current from both directions, the
greater current flowing from the nearest transformer
station, or from that direction in which the least length
of wire exposure exists. The lesser current-flow from
the other direction is compensated for by a greater
length of wire capable of producing interference, so

that in effect, the inductive action of that part of the
line ahead of the train is counterbalanced by the action
of the line at the rear, the two approximating equal and
opposite effects which neutralize each other.

An equivalent result has been reached on the New
Haven by the use of a so-called three-wire system which
is, however, by no means the same as the old scheme
used in direct-current lighting whereby the load is ap-
proximately balanced on either side of a central wire.
Instead, the rail is divided into short sections con-
nected at the ends through 2:1 auto-transformers to
the trolley which is at 11,000 volts above the rail
potential, and to a negative feeder whose potential is
11,000 volts below that of the rail. Current flowing in
the trolley is offset by an equal and opposite return in
the negative feeder, the flow in the rail being bi-
directional and practically confined to the section occu-
pied by the train. This plan has the important ad-
vantage of transmission at double generator voltage,
but it involves the use of numerous large auto-trans-
formers which work at a low load factor unless the traf-
fic is extremely dense. The arrangement has proved
very satisfactory under the circumstances existing on
the New Haven, although the two most recent a.c. in-
stallations, namely: the Norfolk & Western and Phila-
delphia electrifications, have the simple rail-return
scheme in connection with transformer stations at 10-
mile intervals and frequent small booster transformers
to confine the return currents to the track rails.

Either one of these two general plans appears to pro-
duce good results, and the choice between them is prac-
tically independent of the question of relative ability to
control inductive interference of a.c. lines. Neverthe-
less, it is patent from the cost and complication that the
common principle of neutralization by opposing parallel
currents does not constitute the last word in the elim-
ination of such disturbances. These, it would seem,
may even appear in connection with d.c. circuits if the
potential and current flow are sufficiently high, be-
cause reports of interferences with telephones along
rights-of-way served by high-voltage d.c. contact wires
have recently been in evidence.

In consequence, there is good reason to believe that
it is the higher harmonics, rather than the funda-
mentals of the current waves, which are responsible
for interferences, one case of local disturbance having
been traced to the influence of the commutators on a
lot of air-compressor motors, and this, together with the
indefiniteness that surrounds all problems dealing with
the indeterminate paths followed by earth currents, in-
dicate the vast extent of the unexplored portion of the
field. It is not unreasonable to suppose, therefore, that
the development of induction-proof commercial lines,
even aside from installation underground, offers just as
good an opportunity to mitigate the evil as the elimina-
tion of the inductive action of the railway wires.
Certainly, if such an improvement should be com-
mercialized, it would work a distinct advantage to elec-
trification, as the cost of induction prevention may
easily reach disproportionately large figures when ap-
plied to a long line lacking dense traffic.

300

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 7

Additions to Rhode Island Power Plant

The Manchester Street, Providence, Plant of the Rhode Island Company Has Recently Been
Extended, the New Equipment Being Typically Modern — Very
Large Turbine Blowers Are a Feature

POWER for the operation of most of the electric
railway in the State of Rhode Island is furnished
from the plant of the Rhode Island Company located in
Providence. The history of the plant is typical of the
changes which have been taking place in this field dur-
ing a dozen years past. In the issue of the Electric
Railway Journal for Sept. 23, 1911, horizontal and
vertical sections of the station as it then existed were
given, and in an accompanying article the chief engineer
of the company described the reasoning which led to the
conclusion to substitute steam turbines for part of the
engine equipment originally installed seven years be-
fore. Recently the building has been enlarged and an-
other turbine, with boilers and auxiliary equipment,
has been added.

Boilers

The equipment is housed in a steel and brick structure
with concrete foundations and there are now two stacks,
one for the original boilers and another for those in the
extension. The original sixteen 520-hp. B. & W. boilers
are installed on two decks and they discharge their flue
gases into a brick stack 312 ft. high and 16 ft. inside
diameter. The new installation consists of eight 625-hp.
Bigelow-Hornsby boilers, also divided equally between
decks and delivering gases into a breeching leading to a
chimney 200 ft. high and 21 ft. inside diameter. In the
operation of the station the older boilers are now held
in reserve, the load being carried mainly on the turbo-
driven generators, one of which suffices to operate virtu-
ally all the cars in the State except on the service peak.

The steam pressure is 200 lb. per square inch and the
turbines are run on 125 deg. Fahr. superheat. Above
the older boilers is a 3000-ton coal bunker and there is a
973-ton bunker above the new batteries. The eight
Bigelow-Hornsby boilers have carried the entire station
peak at its maximum of 23,000 kw. The output of the
station was 66,731,000 kw.-hr. in 1915.

Electrical Machinery and Condensers

The 15,000-kw. turbines are both of the General Elec-
tric vertical type, delivering power at 11,000 volts, three-
phase, and 25 cycles. The other generating units con-
sist of two 1500-kw. horizontal engine-driven General
Electric generators supplying 11,000-volt power; one
2500-kw. horizontal Westinghouse turbo-alternator
wound for 11,000 volts; and two 2500-kw. Westinghouse
and General Electric 600-volt d.c. generators driven by
vertical engines. All of the reciprocating engines are
of the cross-compound condensing type and are held in
reserve, except that one generator is frequently used
over peaks in winter to help out the rotaries. Minimum
loads can be carried on the horizontal turbine set.

Five rotary converters aggregating 9000-kw. rating
are installed in the station to supply direct current for
local trolley service.

The engines exhaust into Blake twin vertical con-
densers, an Alberger jet condenser being provided for
the 2500-kw. turbine. The two large turbines exhaust
into Westinghouse-LeBlanc condensers, and the normal
vacuum maintained is 28.5 in. The two horizontal en-
gines are of Filer & Stowell make, the vertical engines

RHODE ISLAND POWER HOUSE — GENERAL PLAN OF STATION, NEW PORTION AT RIGHT

February 12, 1916]

ELECTRIC RAILWAY JOURNAL

301

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RHODE ISLAND POWER HOUSE — ELECTRIC CIRCUIT DIAGRAM

being built by the Westinghouse Machine Company, and
all four are operated at a steam pressure of 150 lb.
when required.

Coal Handling Apparatus
Coal is received at the plant from barges in the Provi-
dence River and elevated in a 1-ton bucket to a pocket
in a hoisting tower, whence it is discharged through a
crusher, falling thence into a chain-driven bucket con-

veyor. From the conveyor it is discharged into either
coal bunker, all being on about the same level. The
hoisting bucket is handled by a 22y2-hp. motor and the
conveyor is driven by a 50-hp. motor. From the bunk-
ers cast-iron chutes deliver the fuel to stoker hoppers
in front of the furnaces, the older boilers being equipped
with Roney stokers and the new units with Taylor
stokers. Ashes are discharged from below the grates,
into hopper-bottomed cars which are pushed by hand
on narrow-gage tracks to an electric elevator at the west
end of the building and thence delivered to a receiving
hopper, discharging into cars out of doors just at the
rear of the new chimney and behind the breeching
shown in an accompanying illustration. The ash hop-
pers are lined with concrete to protect the sides from:
hot material. Provision for a 10,000-ton open-air coal-
storage is made in the station yard at the west side of
the plant, the present arrangement being delivery by
small hand cars from the bunker spouts to a trestle
from which the cars are discharged by gravity. Coal
from this storage area is taken to carhouses and other
premises of the company by trolley, and in case it is
needed within the Manchester Street station it is deliv-
ered to the hoisting system at the east end of the build-
ing. Two coal towers are provided, one being for emer-
gency use. One is of V2 and the other 1-ton capacity per
minute. About 200 tons of coal per day are burned,
and the standard fuel is Pocahontas run-of-mine, with
a heating value of more than 14,750 B.t.u. per pound.

Boiler Auxiliaries

In both boiler installations the batteries are arranged
on one side of a firing aisle, which simplifies the steam
piping and reduces the necessary width of the building.
The supply of air to the Taylor stokers used under the
new boilers is from two Sirocco fans, each having a ca-
pacity of 250,000 cu. ft. of air per minute. The fans-

RHODE ISLAND POWER HOUSE 15,000-KW. TURBO-GENERATOR

WITH ROTARY AND LUW-SPEED ALTERNATOR IN BACKGROUND

RHODE ISLAND POWER HOUSE BREECHINGS TO STACK FROM

DOUBLE-DECK BOILER ROOM

302

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 7

RHODE ISLAND POWER HOUSE — BENCHBOARD AND ELECTRICAL
INDICATING INSTRUMENTS

are geared in each case to a 600-hp., type "CHS" Terry
steam turbine operating at 3370 r.p.m., the blow-
ers each running at 460 r.p.m., under full rating,
which includes the delivery of air against a pres-
sure of 5.5 in. static water gage at the fan outlet. The
gearing is of the Falk herringbone type, with a 7.35
reduction. The turbines are designed to operate at
200 lb. steam pressure, 125 deg. Fahr. superheat and
16.7 lb. absolute back pressure, and the guaranteed
steam consumption under this condition is a maximum
of 25 lb. per brake horsepower-hour, including the gear
losses. The turbine speed control is automatically ef-
fected by a Mason regulator installation. These sets
are understood to be the largest of their kind in the
world. The air supply is taken from the boiler room
and the control is flexible and particularly well adapted
to the fluctuations in demand associated with railway
service. A partial view of one fan and turbine unit is
shown, with an outline drawing illustrating the over-all
dimensions of this equipment, which are about 22 ft.
length, 9.5 ft. width and 9 ft. 7 in. height. A closed
system of oil circulation under pressure is a feature of
the turbine equipment.

Feed water is taken from the city mains through two
10-in. independent lines. There are two Piatt turbine
feed pumps located on the ground floor of the boiler
house, each having a capacity of 1500 gal. per minute.
Two National open feed-water heaters of 5000-hp. rating
each are also provided. Four horizontal, duplex Worth-
ington feed pumps are held in reserve. The feed water
is measured by two Simplex V-notch meters, and at
present no water treatment is required. One steam flow
meter of General Electric make is provided for each
Bigelow-Hornsby boiler.

Details of the Generating Units

Each 15,000-kw. turbine unit delivers three-phase, 25-
cycle current to the station buses, one unit ordinarily
being operated about twenty hours daily. The two
units are mounted on concrete foundations with floor
openings facilitating observation of the auxiliary equip-
ment. Each unit discharges into a Westinghouse-Le-
Blanc condenser installed in the basement under
one side of the turbine foundations, the latter being
supported on piling. The condensing equipment is
guaranteed to maintain a vacuum of 28 in. absolute
when condensing 250,000 lb. of steam per hour, if sup-
plied with injection water at a temperature not exceed-
ing 70 deg. Fahr., the temperature of discharge being
not less than 5 deg. Fahr. below that corresponding to
the vacuum carried. At full load one unit requires
8,000,000 lb. of injection water per hour, the lift from
the river being about 20 ft. Salt water is drawn from

the river through a concrete conduit, discharging into a
suction well from which a 36-in. pipe carries it into a
manifold located on the basement floor. From the lat-
ter two 20-in. main injection pipes lead to each con-
denser.

The main discharge of each condenser consists of two
18-in. pipes emptying into a chamber of concrete, of
7-ft. by 4-ft. cross-section, located about 2 ft. above the
top of the suction chamber. After leaving the building
they discharge into the river about 50 ft. above the in-
take by a conduit leading off at an angle of about 45
deg. A 10-in. pipe leads from the suction manifold
on each side of the condenser installation to an air pump
of special design, in which a vacuum is produced by the
passage of a series of water pistons by the outlet of a
12-in. exhaust pipe leading from the condenser casing
to the pump. The air-pump discharge is delivered into
the main discharge pipe of the condenser by a 12-in.
connection. In the equipment of each condenser there
are two main centrifugal pumps, and these, with two
air pumps, are direct driven on a single horizontal shaft
by a 450-hp. non-condensing turbine running normally
at 700 r.p.m. Each main turbine unit is provided with
a 36-in. atmospheric, spiral-riveted, galvanized-iron ex-
haust pipe carried up through the boiler house roof to
an appropriate head located about 20 ft. above the
latter.

The step-bearing lubrication is provided by duplicate
oil pumps of the Deane duplex type, furnishing oil under
a pressure of 1100 lb. per square inch to a Wood accumu-
lator, located in the floor opening of the operating room.
The step bearing is operated at a pressure of 700 lb. per
square inch, the drop being obtained by the use of a
screw baffle between the accumulator and the bearing.
The supply of oil to the valve gear and to the upper
and middle turbine bearings is furnished by Deane
duplex oil pumps located in the basement. An oil filter
plant is provided for the two units, and there are two
priming pumps, one of Piatt and the other of Blake
manufacture.

Buses, Switches and Connections

The generator leads are carried away from the ma-
chine in a 12-in. x 14-in. sheet-iron casing leading to
the basement. For each generator circuit 4 per cent
reactance is provided. The reactors are installed in a
fireproof chamber at the basement level, and from them
the leads are carried to a bus and oil-switch room lo-
cated in a fireproof extension at one side of the
station building. The electrical arrangements of the
station include two sets of three-phase, 11,000-volt
buses, with motor-operated General Electric type "H6"

RHODE ISLAND POWER HOUSE — LARGE TURBINE-DRIVEN BLOWER
FOR BOILER AIR SUPPLY

February 12, 1916] ELECTRIC RAILWAY JOURNAL

303

oil switches with 10-in. pots, arranged to connect any
alternator with either set of buses and any feeder or
local transformer circuit with either set, the installation
being controlled from a benchboard in a gallery over-
looking the operating room. The oil switches are of
the non-automatic type except on reverse energy. No
step-up transformers are required in the station, out-
going circuits to the substations being of 11,000-volt
design.

The bus room is 175 ft. long and 28 ft. wide, and con-
tains accommodations for fifty-four oil switches of the
motor-operated type. The cells also contain disconnect-
ing switches designed for locking the blades in position,
to avoid disruption in case of heavy loads or short-cir-
cuits. In the fronts of the oil switch cells are wire-
glass windows, 6 in. x 13 in., and 23 in. x 14 in. in size.
The buses are horizontally mounted and are of 4-in. x
0.25-in. copper strips. The bus room is illuminated by
60-watt tungsten lamps mounted in deep Holophane re-
flectors.

The Benchboard

The benchboard control is operated by 125-volt direct-
current derived from the exciter system. The board
contains fourteen sections, accommodating eighteen 11,-
000-volt feeders. There are two dummy buses and
seven generator panels, six feeder panels and one sta-
tion panel. Each generator is provided with a reverse-
energy relay in two phases, controlling the oil switch in
the generator lead, and a recording wattmeter is
mounted behind each generator panel. The local rotary
converters are supplied through transformer banks fed
through the regular 11,000-volt feeder panels. Other
features of the benchboard are field switch, rheostat and
governor control, signal control and synchronizing
equipment, potential and current transformer terminal
taps for testing and calibration, a wattless component
indicator reading in kilovolt-amperes, and the usual in-
dicating instruments. Each transformer bank is pro-
vided with an indicating wattmeter, and the benchboard
is equipped with a temperature indicating set with con-
nections to each generator armature. The main and
auxiliary buses are solid throughout, no bus junction
switches being provided. A General Electric engine
telegraph system with 8-cp., 125-volt carbon incandes-
cent lamps is in service.

Other Matters
Auxiliary electrical service of various kinds in the
station is controlled at a nineteen-panel vertical switch-
board on the gallery floor. From this are governed the
operation of all motor-driven exciter sets, these being
mounted on the floor in an adjacent room, steam-driven

RHODE ISLAND POWER HOUSE PUMP FLOOR AND BASE OF MAIN

STEAM TURBINE

RHODE ISLAND POWER HOUSE — LOCKING DISCONNECTS IN SUB-
CELLS OF BUS ROOM

exciters, auxiliary power and lighting transformers,
and local service circuits. Two sets of station auxiliary
three-phase buses are installed, one at 220 volts for
motor starting, and the other at 440 volts for normal
operation. These buses are run at the rear of the
auxiliary board with a horizontal sectionalizing switch
for breaking up the service in emergencies. Three
sets of station power transformers are mounted in base-
ment compartments, with adjacent remote-controlled,
solenoid-type oil switches in the taps from the trans-
former secondaries to the 440-volt and 220-volt auxil-
iary buses.

Feeders are run in duct carried in the wall between
pilasters from the bus and switch room to the outgoing
line connections. Electrolytic lightning arresters are
provided for the various feeder circuits in a separate
section of the basement, with choke coils and discon-
necting knife switches mounted on pipe framing. Sta-
tion lighting is at 125 volts, the circuits including pro-
vision for both d.c. and a.c. supply. The main operat-
ing room is illuminated by forty-six 250-watt wall lamps
and ten 500-watt gas-filled lamps mounted below the
roof trusses. Two Shaw electric cranes, one of 40-ton
and the other of 50-ton capacity, are installed in the
operating room, the motors being wound for 600 volts,
direct current, which is always available on the d.c.
sides of the railway rotaries. A d.c. railway switch-
board of the usual type is also a feature of the station.
The outgoing 11,000-volt feeders are not equipped with
integrating meters, but are provided with inverse time-
limit relays.

D. F. Miner is chief engineer of the Manchester
Street station with F. L. Barnard as chief electri-
cian, W. C. Slade being superintendent of power
and lines for the Rhode Island Company.

Foreign Coins in Fare Boxes

An interesting story on the foreign coins which look
enough like a nickel to pass casual inspection and find
their way into the pay-as-you-enter boxes of the Louis-
ville (Ky.) Railway appeared recently in one of the local
papers. According to Homer E. Bunnell, cashier of
the company, hardly a day passes that some of these
coins are not deposited by accident or design in the
boxes. Ordinarily as soon as the coins accumulate the
company ships them to Chicago, where they are ex-
changed. At present, with much of the foreign money
depreciated, redemption is being postponed until the
coins return to their normal value. A 20 franc gold
piece, sold for $3.80, was the most valuable coin ever
deposited and not called for. Coins from nearly all
countries have figured in this collection.

304 ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 7

Paving Street Railway Tracks'

Adequate Draining of Subgrade, Reasonable Resilience of Track and the Use of Longitudinal
Expansion Joints and Permanent Rail Joints Conduce to Long Life of
Paving as Illustrated by Experience in Peoria

By R. F. PALMBLADE

Chief Engineer Peoria (111.) Railway

ANY of the salient points pertaining to a discus-
sion of street railway track construction and the
paving of the right-of-way, such as drainage, founda-
tions, concrete, treated ties, rail sections, rail fastenings
and electrical connections, are each of sufficient impor-
tance to warrant most careful attention. The details
of track construction which directly affect the life of
the pavement in the right-of-way, however, is a subject
of live interest, and the practice and experience of the
Peoria Railway may be of some value to others.

The average double-track permanent way in Peoria
is 17 ft. 8V2 in. wide, including 1 ft. outside of the rails.
For this pavement area the street railway paid the
entire cost of both construction and maintenance. This
amounts to paying, on the average street with double
tracks, 40 per cent of the entire pavement construction
cost. In fact, the investment of a transportation util-
ity in paving alone in the average city the size of
Peoria runs into hundreds of thousands of dollars, and
yet it uses this pavement scarcely at all. Hence, any
improvement in track construction which has a corre-
sponding effect on the permanency of the pavement is
of tremendous interest financially and otherwise to both
the public utility and the municipality. The pavement
in street railway tracks, as a rule, must conform to city
grades as nearly as possible, and in our particular case,
the paving specifications and rail sections used must be
approved by the city authorities.

Solid Concrete Foundation Unsatisfactory

Generally track pavements first break down near the
rail fastenings, which ordinarily is not the fault of the
pavement itself but is due to the vertical vibration or
play of the joint. This fact was early recognized, and
the first radical move seeking to minimize this undesir-
able condition was the substitution of 60-ft. rails for
the usual 30-ft. rails. This bettered the situation mate-
rially but since the practical rail length limit has been
reached, further improvements had to be worked out
along other lines. Several different types of modern
pavement are in use in Peoria at the present time on
the streets occupied by car lines. During the season of
1910 we constructed a stretch of double track, using
concrete ballast 12 in. deep with 6-in. x 8-in. x 8-ft. un-
treated oak ties, spaced on 2-ft. centers, 114-lb. 7-in.
girder rails, standard six-hole joints, a concrete paving
foundation, a 1-in. sand cushion and a creosoted wood-
block pavement with a pitch filler. The concrete was
mixed in the proportions of 1:3:6. It was hoped that
with the concrete almost monolithic in form and the ties
completely embedded in it there would be no trouble
caused by vertical vibration of the rails at the joints nor
along the body of the track. This construction would,
it was thought, also insure the normal life of the block
pavement. Longitudinal expansion joints were not pro-
vided along the rails, the idea being to adhere to a rigid
construction.

•Abstract of paper read at joint convention of Illinois. Society
of Engineers and Surveyors and the Illinois section of the Ameri-
can Waterworks Association held at the University of Illinois on
Jan. 25-27, 1916.

In the course of two years this track began to vibrate
at the joints and even along the rail. This, in turn,
caused the block pavement to rupture and heave adja-
cent to the rail. The blocks, in this particular case,
had been rammed tight when laid, a condition which
made the problem more complicated. Upon thorough
examination it was found that the thousands of wheel
impacts of the city cars, in addition to the heavy wheel
loads of the interurban cars which operated over this
piece of track, had caused the concrete directly under
the rail base to pulverize — minutely, it is true, yet suffi-
ciently to cause vertical vibration of 1/16 in. or more,
which, in the course of time, became of grave impor-
tance. It was found that on account of the monolithic
nature of the track construction, there being no appar-
ent resilience whatever, the wheel impacts of the heavy
interurban cars operating at 10 m.p.h. or 15 m.p.h.,
caused the track to fail at the point of least resistance
which, in this case, was where the rail base rested on
the concrete and ties.

It was also found that the rails had cut into the ties,
the speed of the cutting being mainly dependent on the
rate of pulverizing of the concrete. We have been re-
pairing this track ever since. We tried to overcome the
paving difficulty by placing extra long, specially made
tie-plates under the rail and by relaying the blocks with
longitudinal expansion joints of pitch on each side of
the four-track rails. This method of repair solved the
difficulty to a certain extent.

1912 Construction in and Near Peoria

In 1912 we constructed through the village of Avery-
ville, a suburb of Peoria, a double track in which we
provided a 4-in. drain tile 1 ft. below the subgrade
at the center of each track, rock ballast thoroughly
rolled, treated ties and a concrete paving foundation.
T-rails allowing sufficient space along the web and under
the head to take a standard paving brick and continuous
rail joints were also adopted for this track. The right-
of-way was about 18 ft. wide, and it was paved with
brick laid on a 1-in. sand cushion, the bricks being
brought up to within ^ in. of the top of the rail head
on the street side and in the "devil strip." The outside
of the rail web was plastered with a sand and cement
mixture, while on the gage side the ends of the bricks
were thrust under the head of the rail at an angle to
conform to the crown of the pavement in each track.
A pitch filler of high melting point was then hand-
poured into the interstices, and care was exercised to
see that the voids around the bricks under the rail head
on the gage side were completely filled. This, to date,
has proved one of the most efficient pieces of track and
pavement we have on the system.

During this same year we also built about 2 miles of
double track in Peoria, using our standard method of
construction, which included 7-in. 97-lb. girder rails.
The pavement consisted of standard paving brick, grout
filler and cross-expansion joints of pitch spaced every
10 ft. This paving has been quite satisfactory, though
we have noted that because the grout filler and brick

February 12, 1916] ELECTRIC RAILWAY JOURNAL

305

formed practically a monolithic mass, a sounding-board
effect was produced. In this connection, it is our opin-
ion that a grout-filler brick pavement in a street railway
track intensifies the traffic noises about 20 per cent
more than the same pavement with a pitch filler.

Construction op 1913

In our later track rehabilitation work we have en-
deavored to adhere to the following principles: First,
that the subgrade must be adequately drained; second,
that the track itself must be resilient to a certain de-
gree; third, that on both sides of each rail a longitudinal
expansion joint must be provided and, finally, that the
rail joint itself must be of a permanent and lasting
character. All these are factors directly affecting the
life of the pavement.

In conformity with these principles we constructed in
1913 a double track in which we used the following :
A drainage system, rolled crushed-stone ballast, creo-
soted ties, a concrete paving foundation, special rein-
forced rail joints with heat-treated bolts of a high elas-
tic limit, a 1-in. sand cushion, and a creosoted wood-
block pavement with longitudinal expansion joints every
10 ft. This particular track, though subjected to heavy
traffic, has as yet given no evidence whatsoever of fail-
ure at the joints or along the rail. The block pave-
ment has not been disturbed in the least which, from
our experience, is the first evidence in track failure and
is indicated by a slight rupture of the pavement.

It is needless to say that we have abandoned entirely
the use of concrete under the ties in our track construc-
tion, though we do use concrete for a paving foundation,
beginning at the bottom of the tie and extending 8 in.
toward the surface of the street. It will thus be noted
that the paving foundation is deep enough to imbed the
ties and a portion of the rails, thus forming a compara-
tively solid mass resting on a rock or gravel ballast
cushion of some elasticity. This type of construction
has eliminated most of our pavement troubles.

Although, as stated, track pavements usually begin to
fail in close proximity to the rail joint, joint troubles
rather than pavement troubles have served to spur on
the development of various types of improved rail fas-
tenings. In our rehabilitation work we have recently
been using an electrically welded joint. In connection
with this an electrically-driven track grinder is em-
ployed to obtain a perfectly smooth running surface
where the rail ends meet. We have recently completed
about 1% miles of double track which included three
different types of pavement, using our method of stand-
ard construction with the welded joint. A fourth of a
mile of this track was paved with brick with an asphalt
filler; another section was laid with brick using a sand
filler, and approximately 1 mile was laid using a grout
filler. In the last instance a patent expansion joint,
x/4 in. thick by 4 in. deep, was laid along both sides of
each rail and transverse joints were placed every 10 ft.
We understand that the paving commission of Balti-
more, Md., has specified a bituminous filler similar to
the one just mentioned along the outer rails of railway
tracks. In our case the patent joint is easy to install,
eliminates the difficulties caused by movement of the
pavement against the rails, and serves as an expansion
joint.

Pavement in Cities op Moderate Size

An ideal pavement for street railway tracks in cities
of moderate size, in general, should have a roadway
built according to the following specifications, which
essentially conform to our standard track construction:
All double track is laid with 10-ft. 6-in. track centers.
After the grade has been established the roadway is
excavated to a depth of 21 in. and a 4-in. vitrified sewer

tile is laid with open joints along the center of each
track and 12 in. below the bottom of the subgrade. If
the track is level for a distance, a suitable fall is pro-
vided for the tile to the city sewer system. The tile is
then covered to the level of the subgrade with gravel or
fine broken stone, after which the subgrade is thor-
oughly rolled with a 5-ton or 6-ton roller. Risers or-
cast-iron hand holes are provided at each street inter-
section. Five inches of 1-in. to 1%-in. crushed stone
or gravel is then spread level over the subgrade and
also well rolled. Oak creosoted ties 6 in. x 8 in. x 8 ft.
in size are then laid at 2-ft. centers on the rolled ballast
and then the tie plates and rails are laid and spiked,
after which a sufficient quantity of fine broken stone is
scattered between the ties to raise and tamp the track
to grade.

Present Standard Construction
A standard 60-ft., 7-in., 97-lb. grooved girder rail has
been adopted with special reinforced channel bars at the
joints. The rails are laid with staggered joints and
1-in. tie rods spaced at 7y2-ft. intervals. The joints are
of the six-hole standard and all plate and web holes are
drilled slightly smaller than 1 in. These holes are then
reamed to 1 in. in diameter and a 1-in. turned, heat-
treated, high-tensile strength machine bolt is inserted.
It is obvious that a driving fit is necessary. After this
each bolt is pulled up snug and marked to prevent
loosening.

A 10-in. No. 0000 capacity concealed compressed-
terminal bond is placed under the joint plates, and when
double track is being built the joints on the two inside
rails are bonded with an outside 36-in. No. 0000 com-
pressed terminal bond in addition to the concealed bond.
Cross bonds of No. 0000 or more in capacity are in-
stalled every 400 ft.

Concrete in the proportions of one part of cement,
three parts of sand and six parts of broken stone is
then poured over the ties and between them to a depth
even with the bottom of the rails, or about 8 in. The
concrete is thoroughly shovel-tamped under the edges
of each tie so that the set concrete will grip the tie
firmly. A rail plaster composed of one part of cement
and four parts of sand is then placed under the groove
and head of the rail and smoothed down perpendicular
to the projecting edges. A 1-in. sand cushion is then
spread over the solid concrete and either a brick or a
wood-block pavement is laid on it, the type of paving
being designated by the city. The paving, if left to our
choice, is of standard vitrified brick with an asphalt
filler and the patent expansion joint previously men-
tioned. All bricks in the right-of-way are laid at right
angles to the track. We do not use a stretcher brick
nor a nose brick to form the wheel flangeways.

A smooth running surface at each rail joint is finally
provided by grinding it to a perfect surface. It has
been found that slight differences in the heights of the
rail ends occur as they come from the mills. This in
time allows the car wheels to batter down the receiving
rail, causing defective joints and failure of the adja-
cent pavement. This condition was further relieved in
1915 by using the electrically welded joint in our con-
struction work to the exclusion of all others.

The Sault Ste. Marie Bridge Company has placed
around its drawbridges and shops a number of effective
safety signs. The signs are painted in blue on a white
background and they contain the words "Look, Listen,
Safety First." At the left center is a red disk, and at
the right center a green disk, while the center itself is
occupied by a large blue cross, on which is superimposed
a hand pointing to the green disk. This company is en-
deavoring to educate its men to "get the safety habit."

306 ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 7

Watch Inspection Systems*

Safety of Operation and Maintenance of Schedules Are Two of the Results Obtained by
Systematic Inspection of Trainmen's Watches — Rules Governing Inspections and
the Systems of Keeping Records on Different Lines Are Analyzed

ON account of the increasing interest in the systems
for maintaining trainmen's watches in first-class
condition the editors of the Electric Railway Jour-
nal have secured from a number of roads which main-
tain such systems data as to their practice and samples
of the printed matter which they use. The results are
given herewith.

What Watch Inspection Does

The purposes of watch inspection systems are to en-
able schedules to be kept up and to increase the safety
of operation of the roads. That they accomplish these
purposes is attested by the experience of a number of
roads. In the matter of the effect on the schedule,
in Lancaster, Pa., for example, after the watch
inspection system went into operation the public soon
discovered that cars were making time points more
accurately. The result was an increase in traffic. To
encourage this the company is now getting out card
time-tables of individual lines, giving times at terminals
and at intermediate points. The experience of the
Twin City Rapid Transit Company indicates that an-
other advantage of accurate watches is in the reduction
of complaints that trains have left ahead of time.

Essentials of a Good System

There are certain elements in the successful accom-
plishment of the purposes mentioned above, as follows:
1. Provision must be made for the possession of a

For previous articles describing the practice of particular elec-
tric railways see Electric Railway Journal, Vol. XLII, Sept.
27, 1913, page 501 ; Vol. XLVI, Oct. 23, 1915, page 874, and Vol.
XLVI, Nov. 20, 1915, page 1034.

good watch by each trainman and other employee con-
cerned with car movement, the company arranging to
buy the watches and deduct instalments from wages if
necessary. The company must be reasonable in en-
forcing this requirement.

2. Suitable clear and simple rules must be formulated
and promulgated in order that the men may know what
they are expected to do. With these may be given such
information regarding the construction and care of
watches and of the local inspection system as will con-
duce to intelligent co-operation.

3. There must be an inspection system with suitable
certificates and record forms for the inspectors' en-
tries, and the inspectors must be conveniently located.

4. Finally, in order that discipline may be main-
tained, there is required a follow-up system of records
for scrutiny by administrative officers, with a plan for
notifying individuals of infractions of the rules.

The requirements of individual roads differ materi-
ally, and it is unlikely that a single system of inspec-
tion could be devised to suit all, but the general prin-
ciples apply in all cases and can be adapted to local
needs.

Getting Good Watches
It is becoming customary to specify the quality of
watch which will be passed by inspectors. The Mem-
phis (Tenn.) Street Railway requires a watch of not
less than fifteen jewels after a man has been in service
three months. The Washington, Baltimore & Annapolis
Electric Railway has compiled a watch list comprising
nearly forty, of eight standard makes, the watches
having from seventeen to twenty-three jewels. The

i\>rm T.S. 2600J. 50O-1-3-11

British Columbia Electric Railway Company

1NTERURBAN DIVISION

Superintendents or Trainmasters send this report to the Watch Inspectors, and a
carbon copy to the Manager Interurban Division on the 15th day of each month,-

Mr

Watch Inspector at

Changes on Watch Inspection Lists for the month ending

15th, are as follows :

STRIKE OUT

Name Occupation Why? District

Signature

Title.

II no changes, send " Nil " report

ORDER OF" EXAMINATION

THE WINONA INTERURBAN RAILWAY CO. No,

Office of

The bearer , .is employed a

_ , on the „„,

Please examine his watch, and if the movement is in good order and Op to the minimum stand-
ard of excellence required by this company, vit "Equal to commonly known American grade of 17
jeweled Patent regulator, adjusted to heat and cold ind three positions," and otherwise in conformity
with the General Time Order, Fill Up and Si&h the Attached certificate and return to me.

THIS CERTIFICATE TO BE SENT TO THE GENERAL INSPECTOR

THE WINONA INTERURBAN RAILWAY CO. No

CM* 'CcrtlfltS, that on _ , I examined

the watch of _ and found it to be equal

1o the standard of excellence required, ond in such repair as will in my judgment enable it to run
(with proper usage) within a variation of not to EXCEED THIRTY seconds per wetk.

- Watchmaker and Inspector.

Rejected and Reasons why

No. of Movement Accepted.

Maker and Grade

No. of Case and Description

TIME INSPECTION — SAMPLE EXAMINATION ORDER AND
CERTIFICATE FORM

TIME INSPECTION — FORM FOR USE IN CHANGING INSPECTION

LISTS

February 12, 1916] ELECTRIC RAILWAY JOURNAL

307

WATCH COMPARISON

Daily Registration

Sheet

■ ION OPPOSITE RESPECTIVE BADGE NUMBERS

[ liavc compared my ivutcli on llie alrovc date with tin-
variation ob given boluw.

twidurd T

me (ifl River

191

by the Train Deepatchct end found the

Tl

II

PAST BLOW

A.M.

P. M.

■ ■C. | MIN. j SIC.

'1

TIME INSPECTION — FORM FOR DAILY TIME REGISTRATION, DO-
MINION POWER & TRANSMISSION COMPANY

People's Railway, Dayton, Ohio, has a minimum stand-
ard seventeen-jewel watch adjusted to heat and cold and
to three positions. The general custom appears to re-
quire a watch capable of adjustment to within thirty
seconds per week. The Pacific Electric Railway, Los
Angeles, Cal., specifies for old watches movements with
seventeen jewels, Breguet hair springs and patent regu-
lator, lever set and adjustable to temperature. New
watches must also be adjusted to three positions and
have steel escape wheel and double rollers. This and
other companies have lists of makes which will not be
accepted, one company barring watches of makers no
longer in business, as such watches cannot be main-
tained at a high standard.

Watch Inspection Rules
In the matter of rules there is wide divergence of
practice. Some companies, The British Columbia Elec-
tric Railway, for example, have booklets of regulations,
containing rules for employees and instructions for
watch inspectors. This company ends its instructions
with the following comment to inspectors: "Make a
friend of the employee; be courteous; win his confidence
by square and fair dealing — it will pay you financially.
Bear with him, though sometimes he may appear to be
unreasonable. Generally speaking, if he complains he
has a cause — try and remedy it. Mutual forebearance
all around will give what we aim at, viz., the most suc-
cessful system in existence." With this spirit any sys-
tem of rules will be effective. This company's booklet
is substantially bound and will wear for a long time.
The Winona Interurban Railway, Warsaw, Ind., has a
similar booklet put up in cheaper fashion, suitable for
carrying in a pocket book. The Pacific Electric Railway
issues official circular letters to heads of departments,
watch inspectors and others, giving rules, special in-
structions, etc.

Organization
Obviously the success of any system depends upon the
machinery used in carrying it out and in this case every-

BBNTON JMRBOR-ST. JOE RY. & QGt

SEMI-MONTHLY COMPARISON From

TIME INSPECTION FORM FOR TABULATING INSPECTION DATA

QUARTER

COMPARISONS

QOABTEX

COMPAIISOKS

| QUARTER

COMPARISONS

it

a

o

\'-iqq

7"

«»

J J,

Oti.

1*

SIGNATURE OF EMPLOYE

J A

r

JSL

0&.

fcf.itfe

i

a

TIME INSPECTION — FORM FOR COLLECTING ORIGINAL DATA,
PACIFIC ELECTRIC RAILWAY

thing depends upon the chief watch inspector. The Pa-
cific Electric Railway has a general time inspector re-
porting to the general manager, with an assistant and
local inspectors for the several divisions. On the Oak-
land, Antioch & Eastern Railway there is one regular
watch inspector to whom the men report for comparison
twice each month. The men are also required to com-
pare their watches with the standard clock in the dis-
patcher's office once each day, those making more than
one trip comparing before starting on each trip. This
practice of requiring the men to check up their watches
frequently in the train dispatcher's office is followed on
a number of roads.

The duties of the inspector are to insure the posses-
sion by the men of watches of the proper quality, to
see that these are cleaned and oiled at suitable intervals,
about once a year, and to keep the watches within the
prescribed limits of accuracy.

Forms and Records

The Dominion Power & Transmission Company,
Hamilton, Ont., requires motormen and conductors to
call for standard time from the dispatcher before taking
their runs. A daily registration sheet, with spaces for
224 entries, is used for the record of this procedure.

An inspector's certificate of some form is a necessity
in any system. In the case of a first examination the
certificate form may be a part of a superintendent's
order authorizing the inspection. The periodical inspec-
tion records are usually kept on small time comparison
cards, vest pocket size, on which the inspectors make
their entries. Special loaner watch cards are usually
provided also. In some cases the standard clocks are
checked up also on a somewhat similar form. Instead
of cards the inspection records may be entered on
printed forms with the employees' signatures, this plan
having the merit of reducing clerical work, but leaving
the employee to depend upon his memory for his watch
rating.

In any case the results of the inspections must be

Form T.S. 26001. 500-1-3-11

To The British Columbia E lectric Railway Company

interurban Division

Please pay Watch Inspector

of the sum of dollars,

on account of Watch Movement No Case No

purchased from him, and deduct this amount from my wages

due me for the month of 191 :

but in case my wages are garnisheed or attached under legal
process, or I am discharged or die in said Company's serv-
ice, then the amount unpaid upon the said watch shall im-
mediately become due and be paid to the said Watch Inspec-
tor out of any wages then earned by me, said watch to
remain the property of the said Watch Inspector until en-
tirely paid for.

Witness Signature

Dated Occupation

191

TIME INSPECTION — PERMANENT RECORD CARD USED BY PACIFIC
ELECTRIC RAILWAY

TIME INSPECTION — FORM FOR USE IN AUTHORIZING PAYMENT
BY COMPANY

308

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 7

"tabulated for transmittal to the administrative officers,
and considerable ingenuity is displayed in the designing
of forms for this purpose. For permanent record one
road uses a card record, one card for each employee, upon
which the results of inspection for several years can be
recorded.

Conclusions

The use of systematic time inspection, while compara-
tively new on electric railways, is on the increase. The
steam railroads have of necessity had such systems for
many years and their experience is available for electric
railways. There is a distinct disciplinary value in hav-
ing accurate operation of watches and clocks on an elec-
tric railway, as this not only makes it possible to keep
up schedules but fosters a pride in doing so. Snappy,
enthusiastic co-operation in this matter can be secured
and is worth all that it costs. There is an innate human
desire to have first-hand knowledge of the correct time
and the modern electric railway manager is not slow to
utilize this.

P.M.

COUPON

VOID IF
DETACHED

SanDiegoflectric Railway Co.

TRANSFER

GOOD WHIN USED BY PASSENGER IN ACCORDANCE
WITH CIIY ORDINANCE No 5721 GOVERNING USE Of
TRANSFERS, W, CLAYTON

JLDAMS I VL
NORMAL

UNIV. Ml. & UNIV. Bt VP.

EJSK BLVD.

New San Diego Transfers

Time-Limit, One-Direction Transfers, Which Eliminate
Many of the Abuses Formerly Prevalent,
in Use Since Jan. 1

AT the beginning of this year the San Diego (Cal.)
Electric Railway adopted a new form of transfer,
shown in the accompanying illustration, which has
eliminated in a large measure the abuses of stopping
over and round-trip and indirect-route riding formerly
prevalent on this system. The transfer entitles the pas-
senger to a journey in one continuous direction within
the time limit shown, but it is not
transferable and does not permit a
stop-over. When a second trans-
fer is necessary, a red one is is-
sued. No passengers are allowed a
red transfer except for one or two
routes to remote parts of the city.

Prior to Jan. 1 Superintendent
M. J. Perrin called in at various
times all of the conductors in
groups of five and thoroughly dis-
cussed every possible phase con-
nected with the issuance of the new
transfers. Lectures on the subject
were given, and details of the sys-
j tern pertaining to individual routes
were considered with the men with
a view to fully familiarizing each
conductor with matters likely to
come up pertaining to the issuance
and acceptance of transfers on his
route. Later a pocket-sized book
of instructions was issued to con-
ductors fully covering the whole
plan. The result of this prelimi-
nary work among the men was that
on the day the new transfers went into effect every one
of the conductors was thoroughly instructed and in-
formation was given promptly to patrons when any
question arose.

The transfers have been in effect for a month and
are considered a decided success both from the view-
point of the company's officials and the public.

'DOG

CAR TO CiR

31

Point Loma I

NEW SAN DIEGO
TRANSFERS

Progress is being made with the construction of the
electric railway connecting Turin, Italy, with Lanzo.
Extensive construction has been required, including five
tunnels, of which four are already finished, also six
bridges and two large viaducts.

Efficient Snow-Fighting System

New York Streets Are Quickly Cleared of Snow by
Special Squads of Motor-Bus Company
Employees

AT the beginning of the snow storm that struck New
York City on Feb. 2 a novel and effective snow-
fighting system was put into operation just off upper
Fifth Avenue, as shown in the illustration. When legs
than 1 in. of snow had fallen, twenty-five snowplows
manned by more than 100 motor-bus employees were
starting out from the garage of the Fifth Avenue Coach

NEW YORK MOTOR BUSES HAULING SNOW PLOWS IN
DIAGONAL FORMATION

Company in East 102d Street to fight the storm. The
company has voluntarily offered to the city to keep clear
in times of storm those thoroughfares on which its
motor buses operate. This service, including about 20
miles of city streets, was performed during the recent
storm in an unusually short time.

In order to render this service the motor-bus em-
ployees have been so organized that each one has a
definite post and job, and is subject to call at any hour
of the day or night. The recent storm was an illustra-
tion of this, for at 3.30 o'clock on the second morning,
when the snow had begun to fall again, messengers were
dispatched from the garages to assemble the snow-fight-
ing corps. A record is kept of the exact floor on which
each man lives and the messengers have a stated route
which will collect the greatest number of men in the
shortest time. The first plow usually leaves the garage
within ten minutes of the alarm time.

The snow plows are of the road-scraper kind and are
pulled along by the big motor buses. A man on the
plow and the driver and conductor of the bus constitute
the crew. These teams travel in pairs or in threes or
fours, according to the width of the street, so that the
plows follow along diagonally behind one another. In
this way the snow is pushed to one side and banked.
After the storm when ice forms on the cleared roadway
the coach company sends out motor sand cars which
automatically sift sand over the glassy thoroughfare.
In addition each plow is equipped with bags of sand
and ashes.

The Ealing chamber of commerce, Ealing, England,
has decided to ask the London United Tramway Com-
pany to permanently reduce the speed of its cars, owing
to the noise and risk of accidents on the down grades.

February 12, 1916] ELECTRIC RAILWAY JOURNAL

309

Electric Railway Earnings in New York

Up-State Commission Issues Comparative Earning Figures for Last Nine Years
Hasbrouck, Statistician of Commission, Says Loss in Net Income Is Not Due
to Decreased Business or Increased Operating Expenses,
But to Higher Taxes and New Capital Costs

Mr.

THE division of statistics and accounts of the Pub-
. lie Service Commission for the Second District of
New York has compiled some figures, shown in the ac-
companying table, which cast an illuminating light
upon the progress made during the last nine years by
electric railways under its jurisdiction. It will be re-
called that this commission regulates all the railways
in the State outside of New York City. The figures
now published were contained in the annual report of
the commission for the year ended Dec. 31, 1915, re-
cently submitted to the Governor. The table is self-
explanatory, but it may be well to point out some of the
most striking features.

For the first time since 1907, the electric railway
operating revenues for the fiscal year ended June 30,
1915, showed a decrease as compared with those for the
preceding year. The decrease amounted to 2.9 per
cent of the returns for the preceding fiscal year, al-
though the total was still 57.4 per cent greater than
the railway operating revenues for 1907. Railway op-
erating expenses also decreased 2.5 per cent from the
1914 figure, but this was not enough to prevent a de-
crease in net revenue from railway operations, which
in 1915 showed a loss of 3.7 per cent. This falling off
was intensified by the tax charges, which increased to
a smaller degree than usual but still gained 1.5 per cent
as compared to 1914. It may be noted, incidentally,
that the tax charges for 1915 increased 124.5 per cent
above the figure for 1907. The railway operating in-

come showed a falling off in 1915 of 4.8 per cent as
compared to 1914, although this item was still 44.8 per
cent greater than the returns for 1907. The net reve-
nue from other operations decreased 3.5 per cent and
non-operating income increased 2 per cent as compared
to 1914, so that the net effect upon gross income for
1915 was a decrease of 4.3 per cent as compared to the
preceding year.

Interest charges, which have shown a steady increase
over 1907 from 19.2 per cent in 1908 to 111.3 per cent
in 1915, also increased 5 per cent in 1915 as compared
to 1914. Other deductions from gross income, which
have displayed a much more rapid increase over 1907
from 14 per cent in 1908 to 450.6 per cent in 1914,
showed in 1915 a slight decrease of 3.1 per cent from
the 1914 result, so that the net increase over 1907 for
the last year was reduced to 433.3 per cent. The net
income available for dividend and other appropriations,
which has been falling off since 1911, suffered in 1915
a decrease of 67.5 per cent as compared to 1907. The
decrease in 1915 as compared to 1914 amounted to 46.3
per cent, this figure being exceeded only by the return
for 1913, when the decrease from the net income for
the preceding year totaled 50.8 per cent.

The dividend payments have been declining since
1913, when they amounted to 161.4 per cent of the total
paid in 1907. In 1914 the disbursement was cut to
135.4 per cent of the 1907 payment, while in the last
fiscal year the disbursement amounted to only 74.1 per

STATISTICS OF ELECTRIC RAILWAYS IN NEW YORK STATE, OUTSIDE OF NEW YORK CITY, FROM 1907 TO 1915

Per Cent of Increase
or Decrease

Per Cent of Increase
or Decrease

Compared Compared

with with
Preceding First Year

Year Ended Amount Year of Series

June 30 Railway operating revenues

1907 $19,774

1908 21,617 9.3 9.3

1909 22,354 3.4 13.0

1910 24,917 11.5 26.0

1911 27,041 8.5 36.8

1912 ... 28,010 3.6 41.7

1913 . ... 30,234 7.9 52.9

1914 ... 32,062 6.0 62.1
1915 31,127 D 2.9 57.4

Railway operating expenses

1907 $12,736

1908 14,333 12.5 12.5

1909 14.844 3.6 16.6

1910 15,977 7.6 25.4

1911 16,796 5.1 31.9

1912 17,827 6.1 40.0

1913 19,456 9.1 52.8

1914 ... 20,741 6.6 62.9
1915 20,228 D 2.5 58.8

Net revenue, railway operations

1907 $7,038

1908 7,284 3.5 3.5

1909 7,510 3.1 6.7

1910 8,940 19.0 27.0

1911 10,245 14.6 45.6

1912 . ... 10,183 D 0.6 44.7

1913 10,778 5.8 53.1

1914 11,321 5.0 60.9
1915 10,899 D 3.7 54.9

Railway tax accruals

1907 $887

1908 1,065 20.1 20.1

1909 1,161 9.0 30.9

1910 1,312 13.0 47.9

1911 1,442 9.9 62.6

1912 1,535 6.4 73.1

1913 1,784 16.2 101.1

1914 1,961 9.9 121.1

1915 1,991 1.5 124.5

Compared Compared

with with

Preceding First Year

Amount Year of Series

Railway operating income

$6,152

6,219 1.1 1.1

6,349 2.1 3.2

7,628 20.1 24.0

8,804 15.4 43.1

8,648 D 1.8 40.6

8,993 4.0 46.2

9,360 4.1 52.1

8,909 D 4.8 44.8

Other operations, net revenue

$333

502 50.8 50.8

548 9.2 64.6

624 13.9 87.4

642 2.9 92.8

660 2.8 98.2

683 3 5 105.1

735 7.6 120.7

709 D 3.5 112.9

Non-operating income

$433

320 D 26.1

935 192.2

755 D 19.3

981 29.9

1,288 31.3

608 D 52.8

636 4.6

649 2.0

Per Cent of Increase
or Decrease

Compared Compared

with with

Preceding First Year

Amount Year of Series
Interest charges

3,804

4,536 19.2 19.2

4,960 9.3 30.4

5,141 3.6 35.1

5,293 3.0 39.1

5,441 2.8 43.0

7,009 2S.X 84.3

7,656 9.2 101.3

8,037 5.0 111.3

Other deductions from gross income

243

277 14.0 14.0

340 22.7 39.9

635 86.8 161.3

840 32.3 245.7

981 16.8 303.7

1,220 24.4 402.1

1,338 9.7 450.6

1,296 D 3.1 433.3

Per Cent of Increase
or Decrease

Compared Compared

with with

Preceding First Year

Amount Year of Series

Passengers carried
418,622

448,846 7.2 ' 7 2 '

462,456 3.0 10.5

499,357 8.0 19.3

542,695 8.7 29.6

575,431 6.0 37 5

600,956 4.4 43 6

632,902 5.3 51 2

608,471 D 3.9 45'4

Revenue car-miles
80,000

6.8

D 26.1
115.9
74.4
126.6
197.5
40.4
46.9
49.9

$2,870
2,229
2,532
3,232
4,294
4,174
2,055
1 , 737
933

Net income

D 22.3
13.6
27.6
32.9
D 2.8
D 50.8
D 15.5
D 46.3

D 22.3
D 11.8
12.6
49.6
45.4
D 28.4
D 39.5
D 67.5

85,446
86,144
93 , 557
96,474
97,894
102,197
106,177
102,517

Per cent
64.41
66.30
66.40
64.12
62. 11
63.65
64.35
64.69
64.99

0.8
8.6
3. 1
1.5
4.4
3.9
D 3.4

6.8
7.7
16.9
20.6
22.4
27.7
32.7
28. 1

Operating ratio

D

D 3

2.9
0.2
4
1

2.5
1. 1

0.5
0.5

2.9
3.1
D 0.5
D 3.6
D 1.2
D 0. 1
0.4
0.9

$6,917
7,042
7,832
9,007
10,427
10,597
10,284
10,731
10,267

Gross income

Dividends during year

$1,600

1.8

1.8

2 , 065

29.1

29

1

11.2

13.2

2,191

6.1

36

9

15.0

30.2

2,153

D 1.7

34

6

15.8

50.7

2,776

28.9

73

5

1.6

53.2

3 , 546

27.7

121

6

D 3.0

48.7

4 , 183

18.0

161

4

4.3

55. 1

3 , 767

D 9.9

135

4

D 4.3

48.4

2,785

D 26. 1

74

1

In all the monetary
columns in the accom-
panying table the last
three figures are omit-
ted.

The letter D prefixed
to a figure indicates a
decrease.

310

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 7

cent of the 1907 amount. From the point of view of
successive years, the increase of 18 per cent in 1913
over 1912 was cut in 1914 to a decrease of 9.9 per cent
from 1913 and in 1915 to a decrease of 26.1 per cent
from 1914. As compared to 1914, the year 1915 showed
a falling off in traffic of 3.9 per cent as measured by
passengers carried and of 3.4 per cent as measured by
revenue car-miles, although the total traffic in each in-
stance was greater than in any year preceding 1914.
The operating ratio for 1915 continued the steady in-
crease of the last four years, although the percentage
of increase over 1907 is still only 0.9 per cent.

Restrictions on the Use of These Figures

In an interview with a representative of the Electric
Railway Journal, Henry C. Hasbrouck, head of the
division of statistics and accounts, stated that totals as
given in the commission reports should be used with
caution. They are compiled by simply adding the reve-
nues, expenses, etc., stated in the annual reports of
the seventy-four operating electric railways, practically
as these are contained in the published "Abstracts of
Annual Reports" of the commission. Any differences
between present figures and those previously published
are caused almost entirely by corrections necessitated
by late returns from some of the companies amending
the reports originally filed.

According to Mr. Hasbrouck, this method of compila-
tion obviously contains several sources of errors. Per-
haps the most important is the impossibility of segre-
gating urban from interurban business, for it is clear
that figures which contain revenues and expenses for
both these classes of operations lose something of their
significance for either. Moreover, the comparison from
year to year of totals for electric railways reporting to
the commission is not a comparison of exactly the same
properties. For example, new lines which have been
under construction may be opened for operation; rail-
roads which have been operated by steam power may be
electrified, and an interstate corporation may transfer
its operations outside of New York to a foreign sub-
sidiary, thus reducing the totals although traffic may
have actually increased. It is also true that in spite of
all insistance on uniformity of accounting there are
sometimes important items concerning the accounting
treatment of which a difference of opinion may exist
that causes two or more companies to report the same
kind of transaction in different ways.

Mr. Hasbrouck said, however, that an analysis of the
sources from which these particular figures are derived
does not indicate that any of the possible errors due to
comparing unlike quantities are such as should mate-
rially affect the totals. The mileage operated by elec-
tric railways has increased somewhat from year to
year, approximately 280 miles from June 30, 1907, to
June 30, 1915, but it is quite evident that the steady
decrease in net income since 1911 is not caused by high
fixed charges and low earnings on a few large new prop-
erties. Neither can the decrease be accounted for by
any difference in the number of reporting corporations
due solely to the transfer of properties outside the State
by or to corporations whose operations extend beyond
New York State boundaries. Two lines, the James-
town, Westfield & Northwestern and the Niagara Junc-
tion, which are included in the electric railway totals
for the last fiscal year, were formerly classed among
the steam railroads, but this inclusion would not seri-
ously alter the tendency of the figures as compiled.

Higher Capital Costs and Taxes the Real Drain

With all due allowances for the various sources of
errors, as previously outlined, however, Mr. Hasbrouck

felt that there was no escape from the conclusion that,
during the last four years, while net revenue from op-
erations had remained fairly constant, taxes, interest,
rentals and other charges against gross income had
increased so rapidly that the amount available for divi-
dend appropriations had very materially diminished.
It did not appear to what extent these factors had af-
fected city lines as compared to interurban lines, but
Mr. Hasbrouck was inclined to think that both classes
of traffic were equally concerned. Moreover, there was
no indication of any extraordinary loss in operating
revenues, although as before noted there was some fall-
ing off in the year ended June 30, 1915, as compared to
the preceding year. Apparently this in a large part
was due to the general business conditions during these
periods. In Mr. Hasbrouck's opinion it was not a de-
crease in the amount of business done by electric rail-
ways or an increase in the expenses of operation, prop-
erly so-called, which reduced the sum available for divi-
dends. It was rather increases in the amount required
to pay for the capital necessary for improvements and
extensions and in the amount of taxes.

Increase in "Other Deductions"

Referring particularly to the item of "other deduc-
tions from gross income," which showed a higher per-
centage of increase than any other during the nine
years covered by the tabulation, Mr. Hasbrouck stated
that this appeared to be in part caused by differences
of accounting classification resulting in the inclusion of
certain charges under this head during the later years
that were formerly carried in the operating expense-
group. Rentals for leased railroad property and for the
joint use of tracks, terminals and equipment owned by
another railroad, are items which might be affected by
such differences in accounting practice so as to indicate-
an increase in fixed charges that would be more ap-
parent than actual. This group also includes sinking
fund payments and gradual amortization of ac-
counts which have been carried among the com-
pany's assets, but which represent either pre-
viously unrecognized losses (such as property
retired but not written off the books) or large
charges for intangible items of various sorts which it
is not conservative policy to carry in the investment
account indefinitely. Such sinking fund payments and',
amortization charges do not, of course, represent for the'
most part actually increased cost of procuring capital,,
but rather a more conservative accounting policy. At
any rate their effect in reducing net income is incon-
siderable by comparison with the increase in taxes, in-
terest and rentals.

Standards for Southern Pines

The Southern Pine Association, New Orleans, La., has
issued a reprint from the copyrighted standards of the
American Society for Testing Materials which includes
a definition of the "density rule" which was approved
and adopted by the association. This new classification
eliminates the names "long-leaf," "short-leaf" and "lob-
lolly" pines and provides two classes : Dense Southern
yellow pine and sound Southern yellow pine. Dense
Southern yellow pine includes the best pieces of what
has hitherto been known as long-leaf pine, and excludes
the occasional pieces of inferior quality, for structural
purposes. It also includes those pieces of short-leaf
pine, Cuban pine, and loblolly pine which, because of
their density and strength, are in every way equal to-
high-grade long-leaf pine, as shown from numerous
tests by the United States Forest Service and many-
other well-known authorities.

February 12, 1916] ELECTRIC RAILWAY JOURNAL

311

Heavy Electric Traction at A. I. E. E.
Mid- Winter Convention

On Feb. 9 in New York F. E. Wynne, G. M. Eaton and A. J. Hall Presented Papers Based on
Their Experience with the Electrification of the Norfolk & Western Railway,
on Which Single-Phase, Three-Phase Locomotives Are Used

AT the mid-winter convention of the American In-
stitute of Electrical Engineers, held in New York
tnis week, a morning session was devoted to the prob-
lems of heavy electric traction and three brief papers
were presented on this subject based, in particular, on
experience which the authors had had with the equip-
ment for the Norfolk & Western Railway electrification.

As these papers presented data not otherwise avail-
able, they are abstracted below. The abstracts have
been designed to supplement the articles previously
published in this paper, particularly those printed in
the following issues: March 20, 1915, page 581, and
June 5, 1915, page 1058.

Operation on the Norfolk & Western Railway

In opening the symposium on heavy electric traction
F. E. Wynne, engineer Westinghouse Electric & Manu-
facturing Company, East Pittsburgh, Pa., first ex-
plained briefly the general character of traffic on the
section of the Norfolk & Western Railway lying between
Bluefield and Vivian, W. Va., and outlined some of the
difficulties of steam operation. He made the following
statements, among others, regarding electric operation.

"One electric locomotive at the head and one electric
pusher take trains of 3250 tons each to Ruth, where
the pusher cuts off, and returns west light or assists
in delivering empties. From Ruth to Flat Top the head
engine alone suffices. At Flat Top the train is filled
out to 4700 tons and an electric pusher is attached to
assist it to Bluefield. A regular day's work for a head
crew is to take a train of empties from Bluefield to the
west slope, return with load to Flat Top, then run west
light with empties or with west load to the coal fields,
or return with load to Bluefield. An Elkhorn pusher
crew frequently handles five or six east-bound trains as
a day's work, while a Flat Top pusher at times exceeds
this on account of the shorter distance. With the elec-
tric locomotive, gathering loads and delivering empties
may be accomplished equally well by either the head or
the rear locomotive.

"On account of the length of train and the curvature
of the track, it is at times impossible to hear whistle
signals. In starting a train with two engines other
means of signaling are used. The head locomotive re-
leases brakes and lets the slack run back. As soon as
the engineman on the pusher feels the blow resulting
from this, he applies power and holds the train until
the head engineman has applied power and the front
portion of the train is sufficiently under way to permit
motion of the rear locomotive. The period of standstill
with power on for the pusher engine with this method
of operation rarely exceeds thirty seconds, and generally
a satisfactory start is secured on the first attempt.

"By means of pole changing, the electric locomotives
are arranged for two speeds. The 14-m.p.h. speed is
used regularly for heavy freight work, while the 28-
m.p.h. speed is used for passenger trains, light engine
movements, and a certain amount of time freight oper-
ation. The speed of the coal trains has been more than

doubled on the heavy grades, and the average running
speed for east-bound loads over the entire trip from the
coal fields to Bluefield has been increased more than
50 per cent. In passenger service, it is a common occur-
rence to pick up a train twenty minutes late at North
Fork and put it into Bluestone Junction on time.

"Considerable assistance in effecting a smooth stop is
secured with trains having two locomotives approxi-
mately a half mile apart, by passing the load from loco-
motive to locomotive while backing off the control.
When the head engineman desires to make a stop, he
introduces a portion of the rheostat into the circuit of
his motors. This slightly reduces the speed of the head
engine and throws additional load on the rear locomo-
tive. The engineman of the latter, noticing the increase
of load, realizes that a stop is about to be made, and he
too starts to insert resistance into his motor circuits,
always, however, keeping his tractive effort up near the
maximum. The front engineman, on the other hand,

• 0.71

Av. - 1.611b

Max.- 2.36'jb

Min. -1.71*

1.18 1.69 1 3.02

4.77 Mikl

370

365 Miles Irom Norfolk

0.7 1.0 1.1 1.3 0.8 0.

| i

1.51 Distances between Stations

0 SlJ&3 3.53 3 3.62 M, 3

PROFILE OF THE ELECTRIFIED DIVISION OF THE NORFOLK &
WESTERN RAILWAY

inserts his resistance more rapidly, reducing the speed
of his engine at a slightly greater rate than the rear
engineman, and allowing the latter to 'bunch' all the
slack in the train. As soon as the slack has all been
'bunched,' the head engineman shuts off, and if neces-
sary, makes a slight reduction with his automatic brake
to bring the train to a stop. The rear engineman, in
his turn, introduces more and more resistance into his
motor circuits to keep from overloading his motors,
until 'flush level' has been reached. When he gets to
this point, he holds his resistance constant until the
train has been brought to a dead stop. He then makes
a 30-lb. or a 40-lb. application with the independent
brake, and having done this, throws his master con-
troller to the off position.

"Compared with the Mallet locomotive performance
in 1911, the dispatcher's reports show that the electric
locomotives are making eight times as many miles per
train-minute delay due to locomotive failures in service.
They further show that the electric locomotives have
handled up Elkhorn Hill in a single day 50 per cent
more slow freight tonnage than was handled by steam
locomotives in the maximum day reported prior to the
summer of 1911. This was done with only nine of the
twelve electric engines in service. From Nov. 1 to Dec.
17, inclusive, there was no delay due to failure of elec-
tric locomotives in service. During this period the elec-
tric locomotives made nearly 45,000 miles with approx-

312

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 7

imately 700 freight trains and 25,000 freight cars, each
of from 60,000 lb. to 180,000 lb. capacity, east-bound up
Elkhorn Hill. In addition they pushed an average of
two passenger trains per day up the hill and cared for
an unknown quantity of switching service and west-
bound freight traffic."

Chattering Wheel Slip in Electric Motive Power

In his paper on the above subject, G. M. Eaton, engi-
neer Westinghouse Electric & Manufacturing Company,
showed that chattering wheel slip is characteristic of all
types of electric motive power. Comparing electric
motive power with steam, he explained that the chatter-
ing which occurs with the former is due to the consider-
able mass of those moving parts which have high mo-
ments of inertia. He proceeded substantially as fol-
lows :

"In an electric locomotive the moment of inertia of the
rotors, especially when operating through a gear reduc-
tion, may be as great as, or greater than, that of the

^Scribeu

the rotors, the rotors are losing their load and will tend
to speed up. This is true not only of motors of series
characteristics, but also of induction motors when run-
ning below synchronism, as they will be ordinarily doing
in traction work when the wheel slips. In fact, the in-
duction motors, because their generated counter e.m.f.
with increased speed is less than with series motors,
will hold up their torque better and, therefore, acceler-
ate faster. The induction motor, in this particular,
more nearly approaches the steam locomotive, in which
at starting steam is cut off as late as possible in the
stroke so as to get the maximum starting tractive effort.

"Analyzing next the other division of the system, the
adhesion at the rail will decrease, as the velocity of the
wheel tread relative to the rail increases. The effort
being transmitted through the transmission system,
however, will decrease very rapidly due to expenditure
of stored energy, and as soon as this effort which is
tending to accelerate the wheel is less than the adhesion

HAND-OPERATED DEVICE FOR RECORDING CHATTERING SLIP

EXTEN SO METER TO INDICATE CONNECTING-ROD STRAINS

driving wheels. The combined inertia of connecting
rods, crossheads, piston rods and pistons in the steam
locomotive is practically negligible as far as it affects
acceleration of driving wheels, after slipping starts.

"When slipping occurs in an electric locomotive, the
sequence of events is as follows, regardless of the type
of drive: Current is applied to the motor, and the rotor
starts to turn. Clearances in the entire transmission
mechanism are first eliminated. Then, as the torque is
increased, the metal of the transmission, framing, etc.,
is bent and twisted, or otherwise deflected. This
stressed metal becomes a storage battery of energy.
Finally the tractive effort reaches a value sufficient to
overcome the existing adhesion of the rail, and the wheel

at the rail, which is tending to retard the wheels, the
wheels will start to slow down.

"There are, then, two sets of rotating masses mechan-
ically coupled, the masses at one end of the system ac-
celerating and those at the other end retarding. As
soon as the clearances in the transmission are taken up,
there is liable to be a jolt on the mechanical system ac-
companied by a recoil. This sets up the chattering ac-
tion which has been experienced in practically every
type of electrically-driven rolling stock, where the mo-
tors are sufficiently powerful to slip the wheels at high
adhesion.

"The same characteristic occasionally occurs in city
and interurban cars, although this is much less frequent

Avefjge Time 0 ISSec
Variation from average probaoly due to Human Equatic

J A\

-4-— l^/M-X-itte X~- flfe'— k-ltfi — J

Travel of Scribe

Retardation Uniform Motion

Kick Stop Acceleration*

relative to whe«l

OSCILLOGRAPH RECORD SHOWING MOTION OF WHEEL DURING CHATTERING SLIP

starts to slip. The instant that relative movement oc-
curs between wheel and rail, the coefficient of friction
drops from that of repose to that of relative motion.
There is, therefore, an opportunity for the stressed
metal to start discharging its stored energy, since part
of the resisting force has disappeared. This energy is
expended in accelerating the wheels ahead of the angu-
lar positions they occupied relative to the rotors at the
instant slipping started.

"It is necessary next to analyze independently the two
divisions of the rotating system, namely, rotors and
wheels. Since the wheels are being accelerated ahead of

than in heavy-hauling electric locomotives. This is due
to the greater tractive power which is employed in the
latter type of motive power. In the case of freight
locomotives where the motors are geared directly to the
axles, the same phenomenon has been observed.

"On the Norfolk & Western locomotives, chattering
slip occurred in the running gear, and, after the loco-
motives had been in service for some months, evidences
of failure were detected in the crank pins. The cause
was traced to chattering slip by means of a rough oscil-
lograph, illustrated herewith.

"The brakes were set on three trucks, and the oscillo-

February 12, 1916] ELECTRIC RAILWAY JOURNAL

313

graph frame was set up on the fourth truck, the wheel
tread was chalked, and the oscillograph frame was oscil-
lated about the supporting point A, the amplitude of os-
cillation being 2 in. The time of a complete oscillation
was two seconds. The scribers were pressed against
the wheel treads. The wheel treads were then slipped
and the characteristic diagram of the chattering slip
was obtained, as shown in another figure. From this
diagram it is possible to calculate the forces necessary
to produce the acceleration and retardation which oc-
curs, and the resulting stresses in the rods, pins, etc.

"To check the oscillograph figures, extensometers
were arranged, as shown herewith, by means of which
the connecting rods indicated their own stresses. The
extension and compression of the rods were recorded
by means of blocks of lead arranged as shown. The re-
sults obtained by the two methods checked very closely.
On the basis of the results, new pins, rods, etc., were
applied on the locomotives, and have proved adequate.
This chattering slip was more evident on the Norfolk &
Western locomotives than could have been anticipated,
since this is the first time electric haulage has been ap-
plied in service where such extremely high tractive
efforts were required.

"In all heavy-hauling electric motive power the prob-
lem of chattering wheel slip must be considered with
every type of drive. The great number of variables en-
tering, and the wide fluctuation of certain of these
variables, renders broad experience necessary in secur-
ing a successful solution of the problem."

*5

The Liquid Rheostat in Locomotive Service

In discussing the subject of liquid rheostats, A. J.
Hall, engineer Westinghouse Electric & Manufacturing
Company, stated that liquid rheostats were first success-
fully used in locomotive service in this country to con-
trol three-phase induction motors on the Norfolk &
Western locomotives, the principal functions of such
rheostats being to cut out the resistance in the second-
ary circuits of the main motors while accelerating or
regenerating, to compensate for the slip between the
different pairs of motors due to variation in the size of
drivers, and to make and break the main circuit to re-
duce wear on the primary switches. He gave the ac-
companying circuit diagram of the locomotive connect-
ions, showing the liquid rheostats connected in the
three-phase motor secondary circuits. He then de-
scribed the construction of the rheostats in substance as
follows :

"The rheostats are operated in pairs, each pair having
one operating mechanism, storage reservoir, cooling
tower, and circulating pump. The accompanying illus-
trations show the mechanical structure of the rheostat,
which consists of one main casting, divided into four
compartments, a central one and three arranged in tri-
angular form around it. A set of electrodes is mounted
in each of the three outer compartments. In each com-
partment, one electrode is grounded to the side of the
main casting, and the other is suspended from the top
cover and insulated from ground by three porcelain in-
sulators. The rods which support the latter electrode
are connected by copper straps on the outside of the
cover.

"Each set of electrodes is connected through a pole
change-over switch to the secondary of a three-phase
motor. The electrolytes furnish resistance between the
insulated electrodes suspended from the cover and those
grounded on the side of the main casting, thus making
the main casting the common point of the star connec-
tion. The center compartment provides space in which
a steel tube, which can be raised or lowered, acts as an
overflow pipe for the liquid. The height of the liquid in

e31

wmph itpra] [

Liquid rrn □ \rji

Rheostats 1 '— 'I

ihj m &\

No 1 No. 2 No 3 No. «

DIAGRAM OF MAIN CIRCUITS OF NORFOLK & WESTERN SINGLE-
PHASE LOCOMOTIVE

the rheostat is thus varied by the condition of the over-
flow tube. The electrodes are made up of iron plates,
of which the effective area gradually increases and the
resistance of the circuit decreases as the surface of the
liquid rises.

"Two of these rheostats are mounted on the top of
the main supply tank containing the electrolytes, which
consist of a 0.5-per cent to 1-per cent solution of anhy-
drous sodium carbonate. The intake to a pump which
will circulate about 300 gal. per minute is connected to
the supply tank, and the outlet is divided into two paths
which lead into the bottom of the rheostat casting
mounted on top of the supply tank. The upper portion
of the regulating or overflow tube is about 3 in. smaller
in diameter than the lower portion, so that when this
tube is at its lowest position, there is a space around
the valve for the liquid to flow through from the rheo-
stat to the supply tank without coming into contact with
the electrodes. When the overflow tube is raised, the
upper portion of the larger part of the tube comes in
contact with the valve seat, preventing the liquid from
flowing through. It then flows over the top of the tube,
raising the level of the electrolyte in the rheostat and
submerging a portion of the electrodes. This position
is called the 'flush-level' of the rheostat.

"The operating mechanism in the center of the rheo-
stat is controlled by a balanced pressure operating
mechanism, which is mounted above and between the
two rheostats. The cross-arm extending from this
mechanism is connected to each of the overflow tubes by
a rod. Thus the raising or lowering of this cross-arm
raises or lowers the level of the liquid.

"The master controller consists of two separate and
independently operated drums, not mechanically inter-
locked, but both interlocked with the reverse drum, so
that both handles must be in the 'off' position before

PLAN VIEW OF RHEOSTAT TANKS AND OPERATING
MECHANISM

314

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 7

the reverse drum can be thrown. The speed drum has
four 'on' positions to set up the required combination
of pole change-over drums, reverses and primary
switches. Between the 14 m.p.h. and 'off' positions there
is a notch which will give a 14 m.p.h. combination on
one truck only in each unit. This is useful for handling
a light engine, switching, or starting long trains of
empties. The other division is between the 14-m.p.h.
and 28-m.p.h. combinations. This is for changing over
from 14 m.p.h. to 28 m.p.h. without losing tractive effort
or causing sudden jolts in the train. The transition is
made by first changing over one pair of motors in each
unit to 28 m.p.h. and as soon as the rheostat for these
motors has reached the 'flush-level' condition on the
28-m.p.h. combination, the speed handle is moved to the
full 28-m.p.h. position, thus changing over the remain-
ing pair of motors.

"The accelerating drum has three operating condi-
tions, marked 'lower,' 'hold' and 'raise.' These terms
refer to the level of the liquid in the rheostat.

OP

- •' 5 0

PARTIAL SECTION AND PARTIAL ELEVATION OF
LIQUID RHEOSTAT

"When the rheostats are full of liquid the proper
short-circuiting switch is closed, short-circuiting the
motor secondaries. These switches do not come into
action until the operating mechanism is in the full 'on'
position.

"Two limit switches are used, one for each speed
combination, their function being similar to an over-
load trip, except that they do not open the main circuit.
Should the torque exceed a predetermined amount, the
limit switch will open the control circuit of the liquid-
rheostat operating mechanism, and thus lower the lever
of the electrolyte, inserting more resistance in the sec-
ondary of the motor.

"The cooling tower for the electrolyte consists of a
series of inclined trays, the liquid flowing over them
while air is blown over the surface of the liquid to dissi-
pate heat by vaporization. A supply pipe for the cool-
ing tower is connected to the main circulating system
near the outlet of the pump. This pipe will by-pass
a certain amount of liquid, which, after flowing over the
surface of the trays, flows back into the supply tank.
The cooling tower operates whenever the locomotive is
in service, the rate of cooling varying according to the
temperature of the liquid."

Notes on the Discussion on the Norfolk
85 Western Electrification

After the presentation of Mr. Wynne's paper, A. H.
Armstrong, General Electric Company, asked a number
of questions as to the operating features of the locomo-
tives equipped with constant-speed motors, particularly
in regard to making up time, etc. R. E. Hellmund,
Westinghouse Electric & Manufacturing Company,
stated that from observation of the locomotives on the
Italian State Railways and of the Norfolk & Western
locomotives he was convinced that the supposed disad-
vantages of the constant-speed characteristics were not
really serious.

F. H. Shepherd, Westinghouse Electric & Manufac-
turing Company, said that the great thing about the
Norfolk & Western locomotives was the perfection of
control. When the possible damage to tonnage trains
through irregularity in control was considered the per-
fection in this line due to the use of the liquid rheostats
was appreciated.

B. A. Behrend, consulting engineer, Boston, Mass., re-
gretted that the steam railroad men forced upon the
manufacturers of electric railway apparatus the use of
a system as complicated as that which had to be used
in this case. If it had been possible to employ the
straight three-phase system the capacity of the power
plant would have been greater and the apparatus on the
locomotive simpler.

Prof. W. I. Slichter, Columbia University, emphasized
the fact that much progress has been made in ten years
in that the superiority of the electric locomotive has
been demonstrated, and Prof. C. F. Scott, Yale Uni-
versity, thought that the result achieved by such in-
stallations as that on the Norfolk & Western should be
appreciated. When one considers that the electric loco-
motives are actually hoisting the coal much better than
it had been hoisted by steam locomotives the minor de-
fects should be overlooked. This is really a hoisting
proposition and not one of main-line electrification.

William Arthur, engineer with McHenry & Murray,
called attention to the unimportance of the weight item
in heavy traction. Weight is needed to give required
tractive effort. Recent studies had shown him that in
the three systems in use in heavy traction the locomo-
tive weights were about the same.

H. M. Hobart, General Electric Company, put in a
plea for economic considerations in heavy traction and
elsewhere. He disagreed with previous speakers who,
he thought, overlooked this phase of the question. After
all it is the "dollars and cents" consideration which
must determine the superiority of one system over an-
other and not merely its technical qualities. He also
thought that it is not enough that a locomotive will
handle the freight even if some of the details are not
perfect. The whole installation is composed of details
which must each be excellent for the best results.

In response to a question Mr. Hellmund stated that
the rheostats on the Norfolk & Western locomotives
easily handled 800 amp. at 750 volts for ten minutes
or more and that the evaporation of water in the cooling
tower was so slow that the addition of make-up water
once a day was sufficient. He also said that there is an
interlock on the rheostat to prevent the short-circuit
switches from being closed before the resistance is
minimum. Another question answered by Mr. Hell-
mund referred to the effect of voltage variation on the
performance of the locomotives. He said that while
the torque varies as the square of the voltage, there is
ample margin in the design to take care of this. Mr.
Wynne said that the maximum voltage drop in this case
is about 25 per cent.

February 12, 1916] ELECTRIC RAILWAY JOURNAL

315

Reducing Accidents on the Union
Traction System

The Union Traction Company of Indiana Last Week Received the Brady Medal on the Basis of
Its Accident Record for the Year Ended June 30, 1915 — This Article Gives in
Detail Some of the Reasons Why the Record Was So Good

IN view of the fact that the Union Traction Com-
pany of Indiana was awarded the Anthony N. Brady
medal for its 1915 safety record, as announced in the
issues of this paper for Jan. 22 and Feb. 5, the editors
have secured from President Arthur W. Brady of that
company some details of this record.

Statistics Relating to Safety
The company last year operated more than 400 miles
of single track, of which 47 miles were in cities and
330 on private right-of-way. Practically 17,000,000
passengers were carried and more than 8,000,000 car-
miles were run.

Out of about $6,135 earned per mile of track $243
was set aside for accident claims, although but $53%
was required. The ratio of accident costs to gross in-
come was 0.881 per cent.

The company employed on an average 1394 persons
and operated 232 passenger cars and forty-eight freight
cars, 221 of the cars being motor cars. On the system
are 1361 highway grade crossings in a highly pros-
perous country, and the cars operate through active and
wide-awake cities, in a section where one out of every

TRACK REARRANGEMENT AT MUNCIE CARHOUSE

The company has three dispatch offices located at
important division terminals, which take care of the
dispatching of interurban trains. In each of these
dispatch offices there are four dispatchers, a chief and
three assistants. The dispatching is done in three
tricks; one six-hour trick, and two nine-hour tricks.
The chief dispatcher takes care of the light, six-hour
trick; two dispatchers are used for the afternoon nine-
hour trick, and one for the night nine-hour trick. In
addition to working the six-hour trick, the chief dis-
patcher rides certain trains each day on his division,
so as to get closely in touch with the train crews and
to instruct them in train operation. The dispatch
circuits are connected to all sidings, stations and sub-
stations, making it possible for the dispatcher readily to
communicate with a train crew at any point desired.
The dispatching is done by what is known as the
"double order system," that is, the same order, in the
identical wording, is given to all trains interested.

SAFETY GATES AT MOUNDS PARK LOADING STATION

thirty-five inhabitants is the owner of an automobile.
The tracks are built for and used by high-speed limited
cars, some of which are scheduled at 45 m.p.h. with no
passenger stops for 38 miles. There are 194 grade
railroad crossings, some of the most important of which
are guarded by a total of thirteen flagmen, but all cars
are required to make a full stop before crossing.

For education of employees and the public the com-
pany has a modern safety organization with which the
readers of this paper are familiar from the many refer-
ences which have been made to it in these columns. The
equipment is also designed to minimize the number and
severity of accidents. This applies to track and struc-
tures, line and power plant, rolling stock and shops.
Several illustrations have been chosen to show typical
safety efforts.

Fifty-one miles of track are protected by the Gen-
eral Railway Signal Company's continuous track cir-
cuit automatic block signals of the absolute permissive
block signal type with light signals. Equipment for
25 miles more is on hand.

All trainmen are required to have watches with at
least seventeen jewels, and which will not exceed a vari-
ation of thirty seconds in one week. All watches are
required to be thoroughly inspected semi-annually, and
each trainman must report to the watch inspector semi-
monthly for the purpose of having his watch set, regu-
lated or adjusted, as the case requires.

During the year ended June 30, 1915, the company
had no casualties in train accidents, but two industrial
accidents occurred and in transportation casualties other
than train accidents thirteen persons were killed and
nine were injured. Most of the fatal accidents were
due to intoxication, to trespassing or to carelessness,
and the liability of the company was not great.

Suggestions from Employees

The company has been quick to adopt suggestions
received from employees. Among those adopted last
year the most important are tabulated on the next page.
The list is printed here as suggestive to employees on
other properties.

316

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 7

Suggestions Acted Upon by Local Committee

That air pressure in auxiliary reservoir be tested each
day in cold weather on all cars equipped with HL control.

That the foot gong in Car No. 251 be placed near the
brake staff, so that it can be more easily used.

That two barrels of salt water be put at the Anderson
freight house for use in case of fire.

That there be four windows cut in the oil-house base-
ment for ventilation.

That grab handles and stirrups be placed on all corners
of freight trailers for the safety of trainmen in placing
flags, and also to make it more convenient to get on after
leaving the train to flag crossings and throw switches, etc.

That a trespass sign be placed at the north end of White
River bridge, and the one at south end be restenciled.

That a better system of car inspection be had before ac-
cepting cars from foreign lines at places where cars are
accepted from other companies.

That shrubbery which obstructs the view on the south side
of the track east of Brightwood Avenue be cut. It is under-
stood that permission was secured at one time to keep this
cut.

That a bulletin calling attention to fire hazard be reissued
and read at meetings of all local safety committees.

That all trainmen bleed air tanks when leaving cars at
the end of a run on account of air lines freezing and causing
delay, and that the transportation department place bul-
letins at all division points, calling trainmen's attention to
this help for better service.

That all grab handles be made tight in sockets, so that
they cannot turn.

Suggestions Acted Upon by the General Board

That Polk milk station at Fortville be asked to take care
of exhaust steam from the station, as it completely ob-
structs the view of the track.

That a stairway be built at the south end of the Ander-
son power house for the convenience of coal men.

That loose rails be not carried on work cars, as in case
of collisions or serious accident the results might be disas-
trous. This applies to loose rails being carried on the cars
to weight them down.

That folding fenders be placed on a city car in Elwood to
prevent boys from riding on the fenders as they do on the
present fenders.

That the company have new posters printed with several
suggestions pertaining to safety of shop men or other em-
ployees working in or about cars and engine rooms, the
general safety board to decide what suggestions would be
best for such posters.

That oil boxes, bull-rope boxes and trolley pickups be
sealed, and that one man be appointed at the shops to
replace material when the seals are broken.

That double whistle signals be sounded at all obscure
country crossings.

That, as passengers open the rear outside doors of pay-
as-you-enter cars while conductors are flagging railroads or
throwing block lights, signs be placed on the doors, reading
"Passengers must not open these doors."

That something be done to keep children from playing
on bridge abutments.

That compulsory stops be established at certain desig-
nated points, to be made by all cars before crossing streets.

1 -

W»m. Ml"

I ^

„;■,;,■„„,. ,

REAR END OF CAR WITH GRAB RAIL; SCALING LADDER AND
HANDLES IN SIDE OF CAR

NEW STAFF BRAKES ON INTERURBAN CARS; NEW EMERGENCY
REVERSE

That as the gong on Car No. 26 does not ring loud enough
for safety a louder gong should be installed.

That the company provide posts or a fence between Cowan
Station and the bridge just south of the station, in order to
prevent rigs backing into the ditch and upsetting.

That the line car carry poles on the side opposite traffic,
when on double track.

That when a chemical fire extinguisher has been used, it
should be turned in at the first shop reached; also that crews
be instructed by bulletin on bulletin boards that a charge is
useless after a part of it has been used.

That crews keep fuse boxes cleaned of papers and lamps,
as there should be nothing in boxes but what is marked on
them.

That "high tension" at Lafontaine substation be fenced
off.

That the dirt piled by the "Big Four Railroad on the
Cemetery Line near the railroad crossing at Marion be
removed.

That ties along the right-of-way between Highland Av-
enue bridge and Matter Park, Marion, be removed.

That limbs be trimmed from the tree at Fairmount be-
tween the hand block and water fountain.

That all cars using the cemetery tracks round the curve
at "Creamery" be under perfect control, so as to stop within
5 ft.

That all the roadway telephone booths be kept locked at
all times.

That all cross-cut saws be shielded before being placed
on any city car.

That there be installed at the Gas City Junction a small
hand-throw arm for the use of the Gas City cars when they
are in Jonesboro.

That there be some small boxes made and hooked in front
of water cans in which to put used cups; hooked up almost
as high as the average person's eyes, so they cannot help
seeing where to put these cups.

That electric light companies interchange notices of wire
troubles, so that the company owning the wires can at once
look after the trouble.

That the trolley wire in the train shed at Muncie be sup-
ported at sufficient distances, so that in case of a break it
will not drop low enough to injure anything.

That a few shovels of coarse gravel or rock that are
thrown off the grade be placed around the poles after cut-
ting the grass to prevent the poles from taking fire from
the grass.

That the out-bound track at Anderson Junction be not
used by freight cars at the Anderson freight house without
the sending: of a flagman around the curve.

That siding signboards could be seen much more readily
if they were lowered on the poles 10 ft.; they are now up
near the mast arms and out of the line of vision on the
Honey Bee division.

At the north end of Burr Cut siding on the east bank at
a point where the steam shovel quit work there is a knoll
of dirt which projects and obscures the view of the curve at
this point. The dirt could be moved at little expense and it
could be used to good advantage on the Blue River fill where
the grade is narrow. This would give the motormen at
least 1000 ft. more of view.

That the company have an emergency call on the tele-
phone in order that all stations may be called at one time.

That the automatic air valve on the steel cars be changed
to a different position, as it can now be easily closed ac-
cidentally.

February 12, 1916] ELECTRIC RAILWAY JOURNAL 317

Open Letter from President Henry

Reasons for the Amendments to the Constitution Adopted in Chicago — Associations with
Which Representatives of Manufacturing Companies May Affiliate — Help Which the Manu-
facturers Have Given in the Past and Can Give in the Future — Work to be Done

THE passage at the Chicago convention last week of
the amendments to the constitution of the Ameri-
can Electric Railway Association permitting manufac-
turing companies to become members of the association
on the same basis as railway companies makes the fol-
lowing letter from President Henry to the members of
the two associations of especial interest.

Indianapolis, Ind., Feb. 7, 1916.

To Members of the

American Electric Railway Association
and of the

American Electric Railway Manufacturers' Association:
It is proper and, I think, desirable that I should say
a word on the amendments made to the constitution and
by-laws of the American Electric Railway Association
at the recent mid-year meeting of the association at
Chicago.

Although the consideration of these amendments had
been pending since the San Francisco convention, in
October last, it was evident at the mid-year meeting
that much misunderstanding existed in regard to them.

Briefly stated, the amendments cover only one thing
and that is, provision for companies engaged in the
manufacture or sale of electric railway material to be-
come members of the American Electric Railway Asso-
ciation upon exactly the same basis and with exactly
the same rights and privileges and charged with the
same duties and obligations as electric railway company
members. The fees for such membership are based
upon the gross receipts of such companies growing out
of the manufacture or sale of electric railway material,
covering the same range as the dues paid by railway
company members, but classified in fewer and larger
groups so that the statement of such a company regard-
ing the dues which it should pay will only show the
large group in which it stands, and thus not disclose
the amount of its annual business. The amendments
are so worded as to permit publishers of the technical
press and engineering companies also to become
members.

The Reasons for the Amendments

These amendments were felt to be desirable and
necessary in order that the industry in which we are
all alike interested should have the united support of
one compact organization, composed not only of rail-
way companies but also of companies making and sell-
ing electric railway material. Although the manufac-
turers and salesmen have, in the past, in many ways
constantly shown their willingness and desire to aid in
the work of the association, it has not been possible to
have the full benefit of their help and co-operation be-
cause they were not members of the association, took
no part in the meetings of the association, were not
authorized to act on the committees of the association,
and were, in fact, only outside friends of the associa-
tion, willing to aid whenever they could. Under the
amendments made, the manufacturing and selling com-
pany becomes a full-fledged member of the association
the same as a railway company, and as such its repre-
sentatives are entitled to membership in any of the
affiliated associations — the Claims Association, the En-

gineering Association, the Accountants' Association or
the Transportation & Traffic Association — and will be
assigned to the same on request. The executive officials
of the company will, however, be entitled to membership
in all of these affiliated associations, without a special
assignment. Moreover, at any time the manufacturing
and selling company members deem it desirable they
may, upon application to the executive committee, have
organized a new affiliated association in which they may
consider not only general affairs of the American Asso-
ciation, but also such special matters as they, as manu-
facturers and salesmen, may be interested in, and to
such an affiliated association there would no doubt be
referred, from time to time, the control, management
and handling of such affairs of the American Associa-
tion as could be better handled by a group of manufac-
turing and selling members than by a group of electric
railway members. The president of such affiliated
association would by virtue of such office become a
member of the executive committee of the American
Association.

Manufacturers Needed as Co-Workers

These amendments are in no way a reflection upon
the manufacturers and salesmen, or upon their present
organization under the name of the American Electric
Railway Manufacturers' Association. They have,
through that organization, carried forward a very use-
ful and necessary work, providing for and managing
exhibits at the conventions held by the American Asso-
ciation, and adding much to the interest and pleasure
of the occasions by looking after the entertainment
features. Moreover, they have, in addition, given all
the aid they could as outsiders to the work of the parent
association. The time has come, however, when the
parent association must have not the outside help of
the manufacturers and salesmen, but must have them
as members in and co-workers of the association itself.
The industry needs the active, energetic and enthusi-
astic support of all persons interested in it, whether
they manufacture and sell the material for the railways,
or whether they are engaged in the operation of the
railways themselves. The work to be accomplished is
a work of education, a struggle for rights and an effort
to secure a stable and lasting basis upon which our
business may rest to the benefit not only of the owners,
but also of the communities which they serve.

We want, of course, the help that will come from the
increased funds with which to carry on our work, for
this the association badly needs in order properly to
carry forward the various phases of the work before
us, but most of all we need and want the additional
help and influence in the presentation of our cause
which will come from the hearty support of the solid
business interests which the manufacturers and sales-
men of railway material represent, and we want their
advice and help in all of the councils of the association.

Duplication of effort means waste, expense and often
lack of harmony. United effort in a common cause
must mean success, if success is possible of accomplish-
ment. For this reason the association has opened up
its doors and invited into full membership the com-

318

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 7

panies engaged in the manufacture and sale of electric
railway material; they will no longer be allies but will
be a part of the association in full fellowship, and co-
workers in every respect with the railway members.

Changes Are No Criticism of Present Manufac-
turers' Association

As stated, the changes made are in no way a criti-
cism of the present American Electric Railway Manu-
facturers' Association, and from a legal point of view
they in no way affect that association. It would, in
fact, not be inconsistent, under the amendments, for
that association to be continued and even to carry for-
ward exactly the same work which it has heretofore
carried forward, but it may, after due consideration,
be found that this work can be as well or better per-
formed under and by an affiliated association organized
especially for manufacturers and salesmen, at the same
time saving a duplication of labor and expense. The
closer and more harmonious the union between all of
the interested companies and persons can be made, the
greater will be the benefits to the parent association
and all of the affiliated associations.

The Work of the Future

Already a number of manufacturers have made appli-
cation for membership under the amendments enacted,
and from indications this will be quite promptly and
generally followed, so that it seems probable that in the
very near future the American Electric Railway Asso-
ciation will embrace within its membership a very large
proportion of the companies engaged in the manufac-
ture and sale of electric railway material, and the ranks
of the association, being thus greatly strengthened, will
be strong to resist the attacks of our opponents and
strong to carry forward the work which the association
is organized for in the upbuilding of our industry and
the securing to those who have made investments in
that industry a reasonable return upon the capital
invested.

Approval Expressed by Many

I cannot close this statement without expressing my
thanks' to the many representatives of the manufactur-
ing and selling industry, as well as the electric railway
men, for their kindly expressions of a desire to aid in
bringing about the results sought in the making of the
amendments to the fundamental law of our association.
Almost unanimously they have said to me that this is
exactly the thing that ought to be brought about and
that they are ready, willing and anxious to give their
assistance therein. Charles L. Henry,

President American Electric Railway Association.

Enormous Turbo Unit Ordered

The Interborough Rapid Transit Company of New
York has ordered from the Westinghouse Electric &
Manufacturing Company a 70,000-kw. turbo unit for
its Seventy-fourth Street power station. The unit will
be in three sections, one high pressure and two low pres-
sure and on light load it will be capable of operation at
high economy with the high-pressure and one low-pres-
sure cylinder. The three electric generators of the unit
will be of equal size and at about 60,000 kw. will divide
the load equally. The steam pressure to be used will be
about 225 lb. and the superheat approximately 150 deg.
Fahr.

According to the bureau of foreign and domestic com-
merce, an American consular officer in Brazil writes that
a man in his district is in the market for a gasoline
motor car to be used on a track having a gage of 60 cm.

AMERICAN ASSOCIATION NEWS

Meeting of Joint Committee on
Block Signals

The committee on block signals met in Cleveland on
Feb. 1 and 2 to consider the work of the sub-committees
appointed at the Newark meeting. The members pres-
ent were J. M. Waldron, New York, chairman; G. N.
Brown, Syracuse, N. Y., who acted as secretary; J. J.
Doyle, Baltimore, Md.; John Leisenring, Springfield,
111., and J. B. Stewart, Jr., Youngstown, Ohio. By invi-
tation there were also present S. M. Day, Rochester,
N. Y., and H. W. Griffin, New York, representing the
signal manufacturers.

The revision of existing standards was first taken
up and the advisability of eliminating marker lights on
adopted standards for signal aspects was discussed. It
was decided that a footnote on this matter should be
prepared and it will be taken up again at the March
meeting. The sub-committee on revision was also re-
quested to rewrite the recommendations appearing in
the Manual in regard to continuous track circuits.

On the design on block signal apparatus it was de-
cided to consider simple parts of mechanical interlock-
ing work, with a view to adopting them as standard
and referring to the same numbers of plates and draw-
ings as are used by the Railway Signal Association.
Specifications will also be prepared on mechanical inter-
locking, signal numbering, switch stands and markers
to be placed in advance of signals.

On the subject of clearance diagrams for semaphore
signals which had been considered jointly by representa-
tives of this committee and the power distribution com-
mittee, it was agreed that a separate diagram should be
prepared to take care of lines where steam road equip-
ment is operated and where trainmen are allowed to
climb to the top of cars. A few minor changes were
made in the clearance diagram shown in the 1915 re-
port, consisting of the lowering of the bracket arm to
conform with the power distribution committee's mini-
mum of 19 ft. A minimum clearance between the edge
of the illuminated roundel and the face of the pole will
also be shown with a note explaining that this requires
a 9-in. rake in 24 ft. in place of the standard 6-in. rake.
This is to apply to all poles within 300 ft. in advance
of signals and where the minimum height of signal
blade and pole setting are used.

In the study of block signal operation it was recom-
mended that a maintenance cost data sheet be sent to all
member companies to secure information on both track
circuit and trolley contact signals. A proposed monthly
signal report form was also considered and a decision
reached to send copies to all companies to secure data
on operating efficiency. These two forms will go out
from the secretary's office at once.

The sub-committee on highway crossing protection is
about to communicate with the automobile associations
of the country and with the civic authorities in the
several states to obtain information as to the protection
advocated by these bodies. Drawbridge protection will
also be studied.

A rough draft of a form of contract for signal in-
stallations was prepared during the course of the meet-
ing by a sub-committee after reviewing the forms of
contract used by the signal companies. This will be
considered further at the next meeting of the full
committee.

The next meeting of the joint committee will be held
in Chicago about the middle of March.

February 12, 1916] ELECTRIC RAILWAY JOURNAL

319

COMMUNICATIONS

Steel Wheels and Rail Corrugation

Brooklyn Rapid Transit Company

Brooklyn, N. Y., Jan. 31, 1916.

To the Editors:

I note upon page 216 of the issue of the Electric
Railway Journal for Jan. 22 under "Communications,"
that my very good friend T. F. Mullaney, chief engineer
of the Third Avenue Railway, has made certain asser-
tions that would tend toward the indictment of the
forged or rolled steel wheel as the cause of rail corru-
gations. Of course, I am sure that Mr. Mullaney, like
the writer and all the rest of us, would be very glad to
know the facts and the real answer; but as far as the
relation of the steel wheel to rail corrugations is con-
cerned, the writer through twenty years of experience
upon three street railway systems knows to a certainty
that rail corrugation not only goes back that far, but
has continued throughout that period. In fact, it was
especially bad on certain systems wherein no thought
was ever given to using other than a cast-iron wheel.

There are those to-day who assert that a cast-iron
wheel causes rail corrugation, just as the statement is
made that the use of steel wheels is responsible for cor-
rugation. In my judgment neither can be directly in-
dicted as the cause, and perhaps it is true that one is
no more responsible than the other.

The steel wheel in city surface operation has become
as firmly fixed as regards safety, the elimination of flat
wheels and of chipped flanges, and even for its direct
economy, as air brakes upon heavy cars heretofore op-
erated with hand brakes only.

Incidentally, and speaking as one who was consider-
ably interested in track construction from 1896 to 1899,
I believe that this subject, a matter of universal discus-
sion and wherein but few definite conclusions have been
drawn, can well afford to be treated in a very broad
manner and without any attempt to point out the an-
swer in advance. As far as steel wheels versus cast-
iron wheels are concerned, argument can doubtless be
had in the same manner as when the country school
teacher upon being asked by the local board of educa-
tion as to whether he taught that the earth was round
or flat, promptly replied that he could teach either way
and which did they prefer. W. G. Gove,

Superintendent of Equipment.

Cause of Rail Corrugation Elusive

The Metropolitan Street Railway Company
Kansas City, Mo., Feb. 3, 1916.

To the Editors:

The writer has noted, with a great deal of interest,
the recently published articles concerning the causes
of rail corrugation. Everyone is agreed that the proper
remedy is not the grinding of the rails, but that the
causes of the corrugation should be determined, if pos-
sible, and eliminated.

Fortunately Kansas City has not been annoyed with
a large amount of corrugated rail, there being only
several isolated cases. There is no theory as to the
cause of these that will fit absolutely in each case. The
corrugation occurs in sections of rail rolled many
years ago, and in the rails rolled in recent years. It
also existed before steel wheels were in use on any of
our cars, and it has occurred since practically all of
these wheels have been removed. We have instances
of the latter on practically new track laid on rigid

foundations. Some of our worst cases of corrugation
occur upon loose rail or on resilient foundations.

Various theories have been advanced in attempts to
determine the causes of corrugation, but none will
stand the test of absolutely all conditions. That the
quality of the rail, its method of rolling, or its chemical
composition has anything to do with this phenomenon
has not been demonstrated. As has been stated in
many articles, steel experts have tried heavier sections
of rail and metal of varying quality without obtaining
the desired results.

One theory that has found much favor was that a
rigid foundation would tend to produce corrugation.
This, also, has been demonstrated as having no bearing
on the case. Corrugations have occurred alike in track
laid with solid concrete and track laid upon timber, and
in other cases within the knowledge of the writer there
was practically nothing under the track but mud.

That steel wheels are the cause of this trouble is one
of the recent theories. This, also, is probably doomed
to be cast into the discard. Corrugations occurred be-
fore steel wheels were in general use, and on lines
where they were never used. The advancement of the
theory that corrugations are produced by the bearing
of the wheel tread at a point near the edge of the rail
has been ingeniously demonstrated in a theoretical way,
but I fear it is not borne out by facts.

Corrugations have occurred in rails that have been
worn off and the head of the rail made to conform to
the contour of the wheels which were running over it.
Surely in cases of this kind corrugation could not be
charged to irregular bearing, or the peening of the
metal on the edge of the head. While these matters
may have some connection with corrugation, they are
the results of it, rather than the cause. The theory as
advanced will not fit every case, and the true source of
corrugations will not be determined, except when the
theory fits each and every case. The other causes that
have been brought forward may have some bearing
upon the case, but should be considered rather as con-
tributory and not as initial sources of the trouble.

It is conceded, of course, that the corrugations are
produced by some force acting upon the rail through the
tread of the wheel. In the use of the wheel, the ideal
theoretical condition would be that of a perfect cylinder
rolling upon a perfect plane. Such conditions would not
produce corrugations where the pressures are limited
to what the material in the contact surfaces could rea-
sonably be expected to bear, therefore the corrugations
must be produced by some unusual movement or action
of the wheels.

Our experience would indicate that corrugations gen-
erally occur at such points as the car is being acceler-
ated or retarded. Possibly the direct cause is due to
what might be described as a "chattering" of the wheel.
In the acceleration of the car this might be traceable to
conditions existing in the bearings, the truck, the gears,
and, possibly, in the motor itself. In the retarding of
the car, it would be traceable to conditions under which
the brakeshoe was working. The metal of the shoe
might hold constantly, or be a rapid series of alterna-
tions from a perfect grip upon the metal to a condition
of slipping. This condition might be brought about
either by the nature of the metals in contact or by the
details of the brake rigging. Local conditions of grades,
curvature, general conditions of track, etc., in combina-
tion with the conditions that exist in the car itself,
would tend to localize the corrugations so that they
might exist in one part of the track and not in another.

While there is no question but that rail of certain
ouality might lend itself more readily to the action of
the wheels and tend to corrugate and while there is no

320

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 7

question but that, to some extent, the shape of the rail
head and its contact with the wheel may have some
bearing on the difficulty, the use, for many years, of
both rail and wheels when corrugation did not occur
would tend to demonstrate that its cause lies in some-
thing that has been introduced into the operation of
cars in recent years.

As has been previously suggested in your columns,
rail corrugation is undoubtedly due to a combination
of circumstances. As there is no theory which would
place the cause for this either in the wheel or in the
rail, or in any one local condition, we must look further
for the initial cause. It is the opinion of the writer
that the investigation as to the primary cause of corru-
gation should be transferred from the examination of
the rail and the wheels to the operation of the brakes
and the motors. A. E. Harvey, Chief Engineer.

Causes of Rail Corrugation

Springfield, Mass., Feb. 1, 1916.

To the Editors :

In your issue of Jan. 15, George L. Fowler referred
to an article published in your columns several years
ago on rail corrugation, which attributed corrugation
to excessive wheel pressures. If the article which Mr.
Fowler had in mind was the one written by me, to
which I called attention in your issue of Jan. 8, ex-
cessive wheel pressures were given as only one of three
important factors in rail corrugation. Two others men-
tioned in the article as having an even greater bearing
on the occurrence were: Non-uniformity of pressure
and point of application of pressure. As my article on
rail corrugation, written in 1911, pointed out, excessive
wheel pressures, if uniform, will not cause corrugation
but a cold flowing of the metal, a condition which is often
found on steam roads. Where these excessive pres-
sures are non-uniform, rail corrugation will be found
on steam roads as well as on electric roads. My obser-
vation has shown that wherever rail corrugations ap-
pear they are due to pressures exceeding the elastic
limit of the metal, but in addition to this the pressures
are non-uniform.

There are, of course, a number of conditions which
may produce non-uniform pressures on rail head of suffi-
cient intensity to exceed the elastic limit of ordinary
steel rails, but, I repeat, chief among these is the varia-
tion of the area of contact between the wheel and sur-
faces of the rail and the shifting of the point of appli-
cation of the pressure from the center of the rail to the
edges. The chief advantage of the rounded head, as
already stated, is that it is possible under operating
conditions to obtain a uniform area of contact between
the wheel and rail, but a further advantage is that it
also keeps the point of application of the pressure away
from the edge of the rail where the elastic limit of the
metal is reduced from its cubical value to its linear
value, a point which does not seem to have been clearly
brought out in the recent articles published but which,
undoubtedly, explains why rail corrugation is not "ram-
pant" on steam railways. With rails with flat heads,
if it were possible at all times to maintain the surface
of the rail in such a position that a line contact would
be obtained between the wheel tread and the rail, it is
probable that little or no difficulty would be experienced
with rail corrugation. But where such rails are em-
bedded in concrete and crowded inwardly and outwardly
by the expansion of pavement, it is obvious that it will
be a practical impossibility to maintain the rail surface
in such condition, and it is due to this very fact that
rail corrugation appears more frequently on rails of this
kind.

It must not be assumed that corrugation never will
appear on track laid with rails having rounded heads
because the normal wear of the rail will tend to flatten
the head, and if the rail is anchored to these foundations
so rigidly that it may not assume the position under
load where the point of contact between the wheel and
rail will fall at some distance from the edge of the rail
and also obtain a uniform area of contact, corrugation
will appear on T-rails as well as on any other type. The
same condition will hold true wherever non-uniform
pressures exceed the elastic limit of the steel, and I
might note that these conditions would probably be
found in the New York subways, particularly near sta-
tions where acceleration of trains, both positive and
negative, produce non-uniform pressures on rail head.
Similar conditions will be found on curves, due to the
flanges relieving to a certain extent the pressure on the
top of the rail head and transferring it to the side, re-
ducing the area of contact to a point and producing cor-
rugation on the side of the rail head. It is hardly neces-
sary to add that similar conditions will result from a
non-homogeneous structure of the metal because here,
even though the area of contact, its point of applica-
tion and its intensity remain constant, if the resistance
to these pressures is variable the result will be the same
as if the resistance were constant and the pressure vari-
able. This point may perhaps be best illustrated by re-
ferring to the action of a billet in a rolling mill. If the
pressure on the rolls were altered rhythmically, a wave
would be produced in the resulting bar, and, conversely,
if the bar, hot in certain portions and cold in others
(giving various degrees of resistance to rolling), were
run through rolls having constant pressure, the hot por-
tions would be made thinner than the cold portions.

There are a great many conditions which arise in
street operations which may bring about the conditions
which are essential for the production of corrugation,
namely, pressure exceeding the elastic limit of the metal
and application of the pressures at or close to the edge
of the rail where the elastic limit is reduced from its
cubical value to its linear value, the intensity of pres-
sure, of course, varying according to the area of contact.

I have also read with interest Mr. Mullaney's letter in
your issue of Jan. 29 but do not quite understand his
process of reasoning. In attributing corrugation to the
use of steel wheels (I assume, of course, that when he
attributes corrugation to steel wheels he is referring to
the material and not to the shape of the wheel) it is not
surprising that corrugation would appear on track which
had been in service some years and which had never
shown much evidence of corrugation. If such a change
were made in the shape of the wheel tread as to shift
the point of contact from the center of the wheel to the
edges, it would cause at the same time a variation in the
area of contact between the wheel and the rail. When
a certain type of wheel is used exclusively on one sec-
tion of track, the latter becomes worn in time to con-
form to the wheels which pass over it. If suddenly a
change is made to a different type of wheel, it is obvious
that unless considerable care is taken in designing the
wheel tread the new wheels will not make contact where
the old ones did, and I venture to say that Mr. Mullaney
would have noted the same results if a corresponding
change had been made from steel to iron wheels. To
the writer, the importance of grinding the wheels after
turning in order to remove any signs of chattering of
the tool is not as great as the turning of the wheels to
the proper shape so that they will make contact with
the rail somewhere near its center. The effect of non-
homogeneous rails due to chattering of the rolls was
explained in my previous letter.

G. E. Pellissier, Consulting Engineer.

February 12, 1916] ELECTRIC RAILWAY JOURNAL

321

EQUIPMENT AND ITS MAINTENANCE

I Short Descriptions of Labor, Mechanical and Electrical Practices

{ in Every Department of Electric Railroading I

• Contributions from the Men in the Field Are Solicited and Will Be Paid for at Special Rates.

A Satisfactory Equipment for
Air-Brake Instruction

BY GEORGE OLIVER SMITH

Supervisor of Safety Doherty Organization

Instructing platform employees of street railway
companies in the proper operation of the equipment in
their charge has a direct bearing on the prevention of
accidents and a consequent reduction in claim depart-
ment costs.

Usually, the motorman is given a good deal of de-
tailed instruction in the use of the electrical equipment
and particularly in the proper operation of his con-
troller. The writer has noticed many times that a
motorman while operating his controller correctly ap-
peared to be quite ignorant of the proper use of his air

lisions with vehicles, pedestrians, other cars, etc.,"
could have been prevented by proper handling of the
air brakes. The subject was brought to the attention
of the safety department of the company, and after con-
sideration was referred to the central safety department
of the parent organization, of which the local company
was a part, for recommendations. After much thought
and study the remedy appeared to be to provide for
proper instruction in braking and the general use of
air brakes. There was only a moderate amount of money
available for the instruction school of the company, but
from this a reasonable amount was appropriated for
an air-brake instruction layout. Something had to be
designed which would illustrate to a motorman just
what the instructor was telling him and allow the stu-
dent to follow by actual practice the course of the

AIR-BRAKE INSTRUCTION EQUIPMENT

brakes and was paving the way for an accident, which
in addition to involving property damage had a chance
to cause personal injury.

The study of methods of preventing street railway
accidents should cover car operation, and the motorman
should be taught how to handle his air brakes. He
should also be convinced that he can do a great deal
toward applying the principle of "safety first" and
assisting the claim department in its efforts to reduce
accidents in which cars are involved.

An analysis of many accidents occurring over a period
of several years in a city of about 300,000 population
where the street railway company was operating nearly
300 cars showed that many of those classed as "col-

instructor's teaching. After consultation with the mas-
ter mechanic it was found that only a few parts of the
apparatus needed to be bought and that the balance
could be taken from spare equipment on hand.

The photograph shown herewith illustrates the sim-
ple apparatus as it was finally installed. Each part of
the regular car equipment was faithfully reproduced on
a small scale. The regular cylinder was hooked in
tandem with a sectional cylinder on one side and a slack
adjuster on the other; the various equalizer and pull
rods were also installed as shown, and quickly inter-
changeable miniature brakeshoes were put on to illus-
trate how brakeshoe troubles occur and why automatic
slack adjusters are necessary. A small-sized compressor

322

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 7

and a baby reservoir were installed and gages provided
to show cylinder as well as reservoir pressure. The
governor was mounted so that its operation could be
explained and its function illustrated. Two types of
motormen's valves were provided, and these are both con-
nected up, in fact, the whole apparatus is made to
operate so that actual service conditions may be shown
the student as he is permitted to practise with the
model. Standard air pressures are used, and every
effort is made to duplicate a regular layout. The actual
space occupied by the instruction model is very little
compared with many elaborate air-brake instruction
layouts, and the cost of the outfit complete was very
reasonable.

The outfit is located in the instruction school of the
electric railway in question. Practically all men on
regular runs and on the extra list, in addition to student
motormen, have received this course in air-brake oper-
ation. As the apparatus has been in use only about
eight months, there are as yet no figures available, but
so far indications are that braking has materially im-
proved and that there has been a lessening of accidents
directly traceable to this cause.

Sanitary Covers Preserve Car Seat
Backs

BY F. E. FISHER

General Superintendent Chicago, Ottawa & Peoria Railway,
Ottawa, 111.

The use of green covers for the seat backs of cars in
regular daily service and white covers for the seat backs
of special cars has improved the appearance of the in-
terurban coach interiors on the Chicago, Ottawa &

VIEW OF C. O. & P. CAR WITH SEAT COVERS

Peoria Railway, Ottawa, 111. This feature is much ap-
preciated by the patrons of the road. The washable
canvas covers appeal to the public because of their
hygienic value and, at the same time, they preserve the
plush upholstery on seat backs, which otherwise would
soon become soiled by passengers resting their heads
against them. The improved appearance of the coach
interiors is shown herewith. The company has found
the use of these covers very satisfactory. The covers
in white canvas cost 31 cents each, and in dark green
canvas 36 cents. The dark green covers, used in the
regular service, are changed every two weeks and are

washed at a cost of 5 cents each, and the white covers,
used exclusively for special parties, are washed after
being in service for three trips. It is evident, there-
fore, that the expense of providing the sanitary covert
is small in comparison with the satisfaction to the
public which they afford.

Repairing Electric Locomotive
Resistance Grids

BY THOMAS B. RAY

Electric Locomotive Repairman Pennsylvania Railroad, Sunnyside
Engine House, Long Island City, N. Y.

There is a great deal of printed matter available
which deals with arc welding both by the Bernardos
method, using a carbon electrode, and the Slavianoff
method, using a metal electrode. In very few articles
are details taken up and the statements made are of a
general nature. Having recently had some interesting
experience in welding, both with acetylene and the elec-
tric arc, I shall describe the results, particularly with
reference to the welding of cast iron.

After the electric locomotives on this road had been
in operation for some time we had trouble with the re-
sistance grids, on which the contact surfaces were
burned badly. Following is a description of the method
used in reconstructing the grids which were no longer
fit for service due to burning. After removal from the
locomotive the individual grids that were burned badly
were scrapped. On an average eight grids were scrapped
each time a set was rebuilt. Those which were slightly
burned were ground on an emery wheel until all of the
burned iron was cleaned off and the contact surfaces
were lined up.

The repaired grids were then assembled temporarily
on the bench so that the workman assembling the grids
could see how the contact surfaces lined up. After a full
set was assembled the grids were numbered, taken down
and reassembled in permanent position on the locomo-
tive. Now it is almost impossible for a man rebuilding
a set of grids to see when the grids are lined up prop-
erly. The only way in which it can be done is to look up
under the grids at the contact surfaces after assembly,
and then only the lower edges of these contact surfaces
can be seen. In sliding the grids on the insulated rods
small particles of mica insulation can get between the
contact surfaces, and such bits of mica cannot be seen
from the bottom of the grids. These bits of mica cause
poor contact and consequent burning of the surfaces.
The average life of the grids after rebuilding as above
is about ten months.

Table I shows the average cost of rebuilding one of
these sets of grids on the locomotive.

Table I.

Removing burnt grids from locomotives, two men, two

hours, at 50 cents per hour $1.00

Cost of burned grids scrapped, average eight grids at $1.05

each 8.40

Grinding and cleaning contact surfaces, two men six hours

and two men four hours, at 50 cents per hour 5.00

Total $14.40

As a result of unsatisfactory experience with the
maintenance of resistance grids by the method described
it was decided to look into the matter of welding. Sev-
eral sets of grids were welded by means of acetylene and
they stood up well. For our conditions this method
proved expensive and necessitated considerable delay in
repair. While electric welding proved cheaper, it should
be understood that I am not attempting to compare the
two excellent methods but simply to give the results of
the practice in these shops.

After a preliminary study of the subject we developed
a routine of electrically welding the grids, details of

February 12, 1916] ELECTRIC RAILWAY JOURNAL

323

REPAIRING GRIDS— JIGS WITH GRIDS MOUNTED FOR WELDING
(LEFT) AND WELDED (right)

which are given later in this article, and as a result the
cost has been cut down to the amount which is shown
in Table II.

Table II.

Removing burnt grids from locomotive, two men two hours,

at 50 cents per hour $1.00

Grinding, cleaning and repairing grids, one man two hours,

at 34 cents per hour .68

Assembling grids for welding, one man, one hour, at 34

cents per hour .34

Welding grids, one man three hours, at 34 cents per hour. . 1.02

Assembling grids on locomotive, two men three hours, at

50 cents per hour 1.50

Cost of electrical energy, 33 kw.-hr., at 1 cent per kilowatt-
hour -33

Total $5.87

In comparing Tables I and II it will be noted that
there are savings with the electric welding due to the
elimination of scrap and to reduction in labor. Out of
fifty-six sets of grids welded between March 1 and Nov.
1, 1915, there was an average saving of $8.53 per set as
shown by the tables, or a total saving of $477.68 in seven
months.

The procedure in connection with the repair of sets
of grids in these shops is now as follows : After re-
moval from the locomotive they are taken to the welding
room and the grids are separated into four classes:
good, slightly burned, badly burned, and broken or with
contact surfaces burned off. The good grids are, of
course, set aside for reassembling. The slightly burned
ones are ground on a specially-designed emery wheel.
The badly burned ones are ground until the contact sur-
faces are true and are used at the insulated joints, when

REPAIRING GRIDS GRIDS AFTER WELDING, WITH TEMPORARY

RODS REMOVED

REPAIRING GRIDS — GRIDS WITH FIRE CLAY BACKING
IN PLACE

the surfaces are separated by mica. The remainder of
the grids are repaired no matter what their condition.

For repairing, the broken grids are mounted on jigs,
made of y2-in. x 3-in. flat iron formed in triangular
shape, bent on the flat, with three 1-in. studs to fit the
holes in the grids. When the grid is placed on the jig
there is a %-in. clearance between the two. This space
is allowed for the building of a mold around the break
in the grid, the mold being made of old carbon brushes.
After the grid has been lined on the jig the crack is
forced open 1/16 in. and the grid is clamped to the jig
with a screw clamp, to provide for contraction in cooling.
After the weld has been made and the cast iron has
cooled to a dull red heat the clamp is removed to prevent
breakage by contraction.

An accompanying illustration shows two jigs with
grids mounted on them ; that on the left side having the
grid lined up ready for welding, with the carbon mold
and the screw clamp in place. The crack has been "V'd"
out to permit puddling at the bottom and to save time.
The jig on the right side contains a grid with the crack
welded. The cross-section of the weld is slightly greater
than that of the unwelded part. The average cost of
this operation is 10 cents as compared with $1.05 for a
new grid.

After repair and cleaning of contact surfaces the
grids are assembled on temporary steel rods for welding.
These rods are of high manganese steel, very hard and
not affected by high temperature. In welding if cast
iron is puddled through the rod holes it will not weld

REPAIRING GRIDS — GRIDS MOUNTED ON SKIDS FOR CONVENIENCE
IN HANDLING

324

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. ?

to the rods. If any burns are left on the inside of the
holes after welding the rods will break them off, leaving
a smooth surface in the holes. Other material has been
used experimentally for the rods but with less success.

After the grids have been assembled for welding a
fire clay backing is made for one side of the bottom sur-
faces, as shown in the second illustration. This pre-
vents the melted iron from flowing down between the
grids. The bottom and side edges of the contact sur-
faces are then welded and the rods are removed, as
shown in the third illustration.

The grids are then assembled on the insulated rods
with mica washers between the joints and the A-frames
are put in place. After the grids have been lined up, a
pair of skids are bolted to the set for convenience in
handling around the shop. The insulation is then tested
with 1000 volts alternating current.

Some of the results of our experience with electric
welding may be of interest to the readers of the Elec-
tric Railway Journal. We find three obstacles to suc-
cessful welding, as follows: sand holes, blow holes and
slag piles.

Sand holes contain sand, carbon and burnt iron. Most
of them can be distinguished by small, rugged holes or
small cracks on the grid surface. They can only be re-
moved by confining the arc to each hole until the im-
purities burn into a slag, which can be chipped out on
cooling. The hole can then be filled in.

Blow holes are formed at cracks or joints in any cast-
iron welding jobs and are due to failure to properly
clean and line up the cracks or joints. Gas blows up
through the weld leaving small pin holes, very difficult
to get rid of. We find that dry borax can be used to
form a slag over the holes while the cracks are being
welded. The slag can then be chipped off and the holes
filled.

Slag piles are formed by the slag given off by burned
cast iron. The slag follows the arc and with skill it
can be pulled out of the arc without breaking the latter.
Such slag should not be overlooked as it produces large
flat holes in the joint surfaces. As slag is brighter than
the molten metal it can always be distinguished and it
should be removed before the joint becomes too cool.
Reheating joints to remove slag is bad as the weld may
be fractured due to expansion and contraction.

In general it may be said that a good grade of cast
iron can be welded if the section is not too large, with
a resulting soft weld easily machined. For good results
with cast iron the work must be clamped tightly and a
heavy mold which can be preheated and which will hold
the heat after welding must be built up. Chilling makes
a weld hard and brittle.

Aside from the welding of cast iron to cast iron we
have had interesting results with cast iron and copper.
In welding the copper lugs to the grids we found at first
that the welds were brittle. By shortening the arc to
V2 in- with 150 amp., confining the arc to the iron until
it reached a melting temperature and then bringing the
arc in contact with copper and iron together we got
good results. Both temperature of fusion and conduc-
tivity of the metals must be considered in this work.
Copper oxide gas and copper slag are sources of trouble
as the gas is heavy and masks the weld, and the slag,
while slightly darker than the molten copper, is difficult
to distinguish from it.

The University of Kansas has issued an engineering
bulletin, No. 6, which contains three papers on Kansas
fuels, the subjects of which are as follows: "Values and
Proximate Analysis of Coal," "Discussion of Sulphur
Contents of Bituminous Coal" and "Economic Effect of
Washing Coal from the State Mine."

Locating and Wiring Crossovers

BY G. H. M'KELWAY

lAne Engineer Brooklyn (N. Y.) Rapid Transit System

Very often when a crossover is to be installed, its
location is taken up with the heads of the track and
transportation departments only and nothing is said to
anyone in the electrical department until it is desired
to have the crossover wired. The result of such pro-
cedure is that the linemen find that the frogs in the
trolley wire will have to be placed where they cannot
be well supported, coming near the middle of sections
instead of at or near the span wires. Then either addi-
tional poles must be put in or the old ones shifted so as
to bring them to the proper locations, and both of these
operations are expensive. In most cases there would
have been no objection to placing the special work a
short distance to one side or the other, where the frogs
could be properly supported and the pull-offs brought
to the poles; therefore the expense for new poles or
shifting old ones could have been avoided.

All that the transportation department cares about is
that there should be sufficient room behind the cross-
over to enable a car to run in and be reversed. Dis-
tances of 10 ft., 20 ft. or even 50 ft. would make no
appreciable difference to that department but it will
make a decided difference to the electrical department.

The most provoking and inexcusable location for a
crossover is just at the junction of two feeder sections
where, if no change should be made in the electrical
layout, one side of the crossover would be fed from one
section and the other from another, therefore necessi-
tating that both sections be alive if cars are to be oper-
ated over the crossover, and preventing the turning
back of cars at the crossover if one section should have
to be killed on account of fire or for any other reason.
While such instances rarely occur, the writer has known
of several of them. When they do occur the only thing
to do is to shift the section insulators down a section
or two and cut in splicing ears where they have been.

It may be said that there is no necessity for wiring
crossovers. Several companies avoid doing so wherever
possible, claiming that overhead frogs are nuisances and
costly to maintain, therefore they should not be in-
stalled except where absolutely necessary. On the other
hand, whenever there is a need for a permanent cross-
over (it is seldom worth while wiring a temporary one)
it will be found advisable to wire it. If the crossovers
are not wired the cars must coast over them at a com-
paratively high rate of speed with the resultant lia-
bility of their jumping the track or splitting the switch
and so tying up the line for a while. Even if no such
accidents happen there is usually a short delay to each
car due to the time taken by the conductor in putting
the pole on the second wire after pulling it down from
the first one. Even if this can generally be done with-
out stopping the car the pole will very often strike and
hammer the span wire or hangers before it is put on
the wire, calling for more or less maintenance on the
overhead material. In all cases it will be found that
the wire over the track on which the car operates just
before taking the crossover will be worn quite thin by
the grinding on it of the trolley wheels, because the
conductors will keep the pole on the wire until the last
possible moment. By this time but little more than the
flanges of the wheel will be touching the wire. This
causes rapid wearing away of the wire and danger of
breaks in it unless it is renewed quite frequently, so
that when all is taken into consideration the mainte-
nance of the overhead work will be but little more if
the crossover is wired than if it is left without wire,
while accidents and delays will be avoided.

February 12, 1916] ELECTRIC RAILWAY JOURNAL

325

Two Large New Power Plants

Two power plants for generating wholesale energy,
one by steam and the other by water power, are be-
ing built by the Ohio State Power Company within 1
mile of Freemont, Ohio, on the Sandusky River. A sub-
stantial part of the output of both plants is under con-
tract to the Lake Shore Electric Railway and the Amer-
ican Gas & Electric Company's Ohio property, the Ohio
Light & Power Company. The latter has contracted to use
a minimum of 8,000,000 kw.-hr. a year, distributing it to
Fostoria, Freemont, Tiffin and other neighboring cities,
and the railway has contracted to use at least 17,000,000
kw.-hr. annually. Transmission circuits for light and
power will be operated at 60 cycles, 66,000 volts, and the
railway transmission will be at 60 cycles, 19,100 volts.
The latter is rather an unusual potential but was
adopted to permit the use of the substation apparatus
formerly operated on an 18,000-volt, 25-cycle system.

STEAM PLANT OF OHIO STATE POWER COMPANY UNDER CON-
STRUCTION

The steam plant equipment includes three 6250-kva.,
3600-r.p.m., 4000-volt, horizontal Allis-Chalmers turbo-
generators with direct-connected exciters, four 750-hp.
Babcock & Wilcox boilers operated at 250-lb. pressure
and 125-deg. superheat, and equipped with a special type
of underfeed stoker. The steam plant will contain
transformer and switching apparatus sufficient to handle
the entire output of both stations. The coal-handling
facilities consist of a grab bucket operated from a
Pawling & Harnischfeger monorail crane, which will
take coal from cars or from a 2000-ton outdoor storage
area and convey it to bunkers supported over the firing
aisle. Ashes will be handled by the same crane. The
ratio of maximum kilowatt-hours output to square feet
of floor area in this plant will be as 1 is to 0.54, which is
considered low for a plant of this size.

The water-power plant equipment includes three
1000-kva., 257-r.p.m., 4000-volt, water-wheel-driven gen-
erators with direct-connected exciters. The water
wheels are of the Leffel horizontal type and operate
under a 40-ft. head with water supplied through a 14-
ft. steel penstock 3000 ft. long. The steam plant is lo-
cated at a monolithic concrete dam which was con-
structed to supply water power for the hydroelectric
plant being built 3000 ft. down-stream. Unusual fea-
tures in these plants include the special underfeed
stokers and the Allis-Chalmers reaction type turbine

which is used to drive auxiliary pumps. This turbine
is said to be the first of its type to be built in America.
These two plants were designed and are being con-
structed by Woodmansee & Davidson, engineers and con-
tractors, Chicago, 111.

Non-Clogging Manhole Strainer

In the ordinary strainers supplied with sewer traps
for manholes the holes are approximately % in. diam-
eter, so that they rapidly fill with mud, and within a
short time the holes are filled with surface water. To
overcome this trouble a malleable-iron strainer with a
wrought-iron eye cast in it has been designed, so that
the strainer can be easily removed from the street with
a hook, and water rapidly exhausted from the manhole.
A sketch showing the details of the strainer is given

PLAN AND SIDE ELEVATION OF NON-CLOGGING MANHOLE
STRAINER

herewith. Slots % in. wide have been provided in the
strainer instead of round holes, so that the tendency to
clog is largely eliminated.

In attempting to remove strainers of the old type
many of them were broken by bars, and the bells would
often fall on top of the clay sewer pipes and cause ob-
struction. Again, often the strainer and bell were
thrown away, so that sewer gas was liberated.

The saving which it is claimed will be effected by the
use of the new strainers is considerable, as a cleaning
gang will not be required to use a pump, and after
heavy rainstorms, should any of the holees be filled with
water, the strainers can easily be removed. By the time
the cleaning gang reaches the last hole on a section, it
can return to the starting place and remove the mud
from the manholes. These strainers cost approxi-
mately 35 cents each.

The Liverpool (England) Corporation Tramways have
had between 600 and 700 women applicants for positions
as conductors. In spite of the recent numerous enlist-
ments the tramway service is kept going without incon-
venience.

326

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 7

Repair Couplings for Old Hose

A repair coupling, shown in the illustration, for re-
claiming and restoring to service scrap rubber hose has
been invented by Ralph W. Ledbetter, Birmingham,
Ala., and its use is now effecting a considerable saving
for the Birmingham Railway, Light & Power Com-
pany, Birmingham, Ala. The repair coupling, it is said,
makes this scrap hose as good as new so far as pertains
to further service, since all that is necessary to reclaim

VS//S/SS//SSSSS/S/SSSS///S////S/S//

REPAIR COUPLING FOR AIR HOSE

the hose is to cut it in two at the place where it failed
or parted, and to unite the two ends by inserting a re-
pair coupling in the same manner as applying couplings
and nipples to new hose.

Last summer the Birmingham Railway, Light &
Power Company applied several repair couplings to its
equipment as a test. The couplings proved so satisfac-
tory that on Sept. 11, 1915, this company officially
adopted it for use in reclaiming old rubber hose in lieu
of applying new rubber air hose, with the following
results :

274 %-in. air hose reclaimed, 3-ft. length, total 822 ft.

822 ft. %-in. air hose at $28.40 per 100 ft $233.45

274 repair couplings, 137 lb.., at $1.75 cwt 2.40

Total amount saved in four months $231.05

An Economical Sand Dryer

The sand dryer of the Martin Brick Machine Manu-
facturing Company, Lancaster, Pa., has been adopted by
quite a number of electric railways. Its constructional
and operating features are indicated by the accompany-
ing illustration and
the following para-
graphs. This dryer
is moderate in cost
and is adapted to
drying from ten to
twenty tons daily.

The dome of the
dryer is of very
heavy metal, so ar-
ranged that it will
not be readily
burned out by the
hot sand lying
against the outside
and the fire within.
The green sand is
placed around the
dome, or heater, in-
side the steel jack-
et; the arrangement
of the dome being
such that the heat is
thoroughly circulat-
ed through the body
of the sand, remov-
ing all the moisture
and drying out the vegetable matter. The company has
equipped its latest type of dryer with a heavy cast-iron
pipe above the dome, allowing much sand to be put into
the dryer at one time, thus materially increasing the
drying capacity.

As the sand dries it falls out through the meshes of

CONTINOUSLY-OPERATING
SAND DRYER

the screen and over the bevel ledge at the bottom, thus
providing room for additional sand to be added and
making the operation of the dryer continuous. It is
said that this process will dry sand faster than one man
can charge the drying bin and take away and screen
the dry sand. Furthermore, the drier will not clog up,
because wherever the sand dries, it is free to flow away
from the drying bin. The fire chamber is large and
provides for furnishing the greatest possible amount
of heat for the fuel consumed. Any kind of fuel can be
used, either anthracite or bituminous coal, or wood. A
vibrating grate is also provided, so that the firebox can
be readily cleaned.

Pacific Electric Railway Adopts the
Coasting Recorder

The Pacific Electric Railway, the leading interurban
system on the Pacific Coast, which operates 611 miles
of single track with some 600 motor cars and about
fifty electric freight locomotives, has begun to equip
all its rolling stock with the Rico coasting recorder.
These recorders will be used over the widest possible
range of service — from high-speed interurban trains to
local city operation.

Following the practice of other users of the coasting
recorder, the Pacific Electric Railway has formed an
efficiency department to analyze the records and to do
all work necessary to raise and maintain the efficiency
of the motormen. This department will be under the
direct supervision of J. McMillan, general manager,
with G. H. Grace as efficiency engineer. The order
for this equipment was placed by Paul Shoup, presi-
dent Pacific Electric Railway, with Alphonse A. Wig-
more, Pacific Coast representative of the Railway Im-
provement Company.

Electrification of Railway Terminals

In a paper read before the Pan-American Congress
N. W. Storer referred to the harmful effect of legisla-
tion on steam railroad electrification, stating that sev-
eral cities had recently considered legislative compul-
sion for electric operation of railway terminals but that
thus far none of them had required it and it was to be
hoped that it would not be done. The electrification of
the steam railways in a large city means much more than
a mere change of motive power in order to secure the
greatest possible advantages from it, and action com-
pelling the change should not be taken hastily or in-
advisedly. The cost under such conditions might well
require either confiscation of railway property or in-
creased passenger and freight rates to pay the interest
on the investment. It should be recognized as a prin-
ciple that railways should not be forced to electrify
their lines until they can see their way clear to justify
the expense. When that time comes few of them will
wait to be forced.

Bow Collectors Improve Service in
Switzerland

Bow collectors are to be substituted for the trolley
collectors on all cars of the Zurich (Switzerland) Tram-
ways. For some time past the cars on one route have
been operated with bow collectors, and according to the
Neue Ziiricher Zeitung the delays due to the trolley
wheels jumping off the wire and the repair and renewal
costs have been so much reduced that the management
has decided to change over all the cars to bow collectors
before the end of next March.

February 12, 1916] ELECTRIC RAILWAY JOURNAL

327

NEWS OF ELECTRIC RAILWAYS

BEMIS DALLAS REPORT EXPECTED SOON
City Commissioners Outline Their Ideas With Respect to
Proposed Report and Consolidation of Railway
and Electric Properties

Mayor Henry D. Lindsley of Dallas, Tex., has issued a
statement on the attitude of the Board of City Commission-
ers to the entire street railway question, and what it pro-
poses to do in the matter of franchises if the report to be
presented by Edward W. Bemis, who is now engaged in an
inquiry, offers a logical solution of the various problems.
Mr. Lindsley said in part:

"The Board of Commissioners expects the reports of
Edward W. Bemis, on both the traction and electric light-
ing problems, to be completed and in the hands of the ad-
ministration during the early days of February. *

"The attitude of the city administration with regard to
the electric lighting and traction problems is this: From
Mr. Bemis' investigations we expect to know for the first
time, from an independent, authoritative source, the facts
with regard to these utilities. And we expect to have
applied to these facts the judgment of a man who stands
out conspicuously among public utility experts in the United
States. The result should be a clear understanding of the
matters, and a righteous conclusion with regard to them.

"The administration does not take the position that it
is 'trading' with Stone & Webster, or the interests which
that firm represents. That in the conclusion of this matter
it is not a question of 'give and take.' That, on the con-
trary, the administration, with the help of Mr. Bemis, of
our citizens and of every other factor available, should
reach a conclusion of what is a just and fair settlement
for the people of Dallas of the electric lighting and trac-
tion matters.

"When the administration has reached a conclusion as to
a just and righteous settlement of the traction and electric
lighting problems, from the Standpoint of the people of
Dallas, it will expect the Stone & Webster interests to
accept such fair and just conclusion. If Stone & Webster
are not willing to make an adjustment fair and just to the
people of Dallas, then this administration will so state to
our citizens, and will advise that no new contracts of any
kind be made with the Stone & Webster interests. The
administration is committed:

"1. To an ascertainment of the true facts.

"2. To an attempt, in the light of these facts, as the rep-
resentatives of the citizens of Dallas, to adjust the traction
and electric lighting matters in a fair and correct way.

"3. To acquaint the citizens of Dallas fully with that fact
in the event a fair and correct adjustment cannot so be made.

"In this connection the administration wishes it under-
stood that Stone & Webster have furnished to Mr. Bemis,
and to his assistants, every facility for carrying on his
investigations, have withheld nothing from his scrutiny,
and have fully co-operated with the administration in its
efforts to ascertain all of the facts relating to the traction
and electric lighting matters.

"The administration is not willing that there shall be a
consolidation of the electric lighting and street railway
properties. The reason advanced for such consolidation have
been carefully weighed, and the conclusion has been reached
that it is not to the interest of the people of Dallas for
these two distinct utilities to be merged into one.

"If, based on Mr. Bemis' report, a conclusion is reached,
in so far as the administration is concerned, with the Stone
& Webster interests, then a charter amendment will be
submitted by the administration to the voters of Dallas at
the election of April 4 of this year. At the same time there
will be presented to the people of Dallas the franchise pro-
posed to be passed with regard to the traction and electric
lighting properties, in event the people of Dallas pass the
proposed charter amendment."

INQUIRY INTO RAPID TRANSIT PAYMENTS
New York Investigating Committee Reviews Negotiations
Preceding the Subway Awards — Railway
Officers Testify

The inquiry by the Thompson legislative committee has
been directed since last week into the details of the awards
under the dual system contracts, to the terms of the financ-
ing of the proposed new construction and to the expendi-
tures made for counsel. The principal witness on Feb. 2
was George W. Young, formerly a director of the Inter-
borough Rapid Transit Company. Interrogated about the
elevated railway reconstruction and third-tracking con-
tracts Mr. Young said that he, Gardiner M. Lane and Wil-
liam A. Read strongly opposed the proposal advanced by
Theodore P. Shonts, president of the company, to award
the contracts to John F. Stevens. The estimated cost of
this work was $20,000,000, all to be paid by the Interbor-
ough Rapid Transit Company, and Mr. Stevens was to be
paid a 10 per cent commission, and was to have the right
to sublet the work. Mr. Lane appealed from this proposal
to J. P. Morgan, Jr. Finally a committee of five directors
was appointed to inquire into the matter. The contract
was not let to Mr. Stevens, as proposed, but subsequently a
contract was made with the T. A. Gillespie Company for
merely the third-tracking. Later Mr. Young, Mr. Lane
and Mr. Read resigned as directors of the Interborough.
Mr. Young's memorandum of what took place at the meet-
ing of the directors at which the Stevens proposal was made,
was read into the record.

The witnesses on Feb. 4 included H. M. Fisher, secre-
tary of the company, and John H. Campbell, treasurer.
Mr. Campbell testified that up to August, 1912, Mr. Shonts
received a salary of $75,000 a year. The amount was then
increased to $100,000. In 1913 the directors voted a lump
sum to him of $125,000 and in 1914 he was voted $25,000
more. The minute books showed that these payments were
for "services of an extraordinary character and great value
to the company." Richard Reid Rogers, attorney for the
company, also received $50,000 extra compensation in 1913
and E. F. J. Gaynor, auditor, received $10,000 in 1913 by spe-
cial direction of the board.

On Feb. 7 Mr. Fisher testified in regard to the nego-
tiations between the company and J. P. Morgan & Com-
pany, under which the latter stood ready at any time as
syndicate managers to furnish the company $100,000,000
for rapid transit work. The payment agreed to for this
service was $500,000, of which $250,000 was to be made to
Morgan & Company and $250,000 to the other members
of the syndicate. Mr. Fisher said that he was not familiar
with the details of payment aggregating $63,128 in fees
to members of two law firms representing a realty com-
pany which had opposed certain subway extensions.

Francis Lynde Stetson, to whom $50,079 was paid for
legal services, said in discussing the payment made to him,
that this was remuneration for drawing the new mortgage
covering the elevated properties under which the Guar-
anty Trust Company was trustee. He explained that this
was a voluminous document and said that if he had the
work to do over again he would charge more. Mr. Shonts
was excused from testifying until the return from Europe
of his personal counsel, De Lancey Nicoll, who was familiar
with all the rapid transit negotiations.

During the testimony on Feb. 8 it was brought out that
two payments of $250,000 each had been made to J. P. Mor-
gan & Company. The first one was under a syndicate
agreement by which Morgan & Company pledged them-
selves up to a certain date to act as syndicate managers.
The contracts for construction and operation were not con-
cluded by the date fixed and a new agreement was con-
cluded under which the financing is now being done. This
requires Morgan & Company as syndicate managers to

.328

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 7

furnish about $70,000,000 more than was contemplated
in the original underwriting. In this connection Harry P.
Davison of Morgan & Company was quoted by the New
York Times in part as follows:

"In 1910, I think, an agreement was executed with the
Interborough. This firm agreed to supply $105,000,000, of
which $30,000,000 was to provide for third tracking the ele-
vated and $75,000,000 for new subways. The money could
be had at any time; we had to stand ready to deliver it, re-
gardless of conditions. At the end of two years the nego-
tiations fell through and all the work was gone.

"There had been no provision for payment in such a
case, and we submitted to the Interborough that we consid-
ered ourselves entitled to payment for our services. The
company agreed that we were, and the sum was fixed at
$250,000. We also asked that we be paid for our two-year
commitment to supply $105,000,000 for construction. It is
not customary to offer a call on $100,000,000 for nothing. I
do not know anyone who can get such a call without pay-
ing for it. We were paid another $250,000 for that, and
this money was divided among the syndicate. Had we sup-
plied the money and taken bonds the $500,000 would have
been deducted from our commissions.

"The new negotiations for the subways now building were
taken up on a more comprehensive scale. We did some-
thing that had never been done before in this country, and
which is not likely to be done again. That is, we formed
a syndicate that was bound for five years to supply a total
of $160,000,000. No matter what happened — regardless of
whether there was a market for bonds, a war, a panic, 20
per cent money — we were obligated under the agreement
to take a certain amount of bonds each year and to turn
the money over to the company. We paid 93% net; the
syndicate paid 96; the public offering price was 98. I do
not see now how the thing was accomplished; I know it
could not be done again.

"Now that the transaction is nearly over — I believe there
remains only $15,000,000 of the $160,000,000 to be taken—
we are getting out from under the strain. It has been a
painful experience, for we took bonds and paid 93% for
them when they were selling at 91. We paid 2% per cent
on the money left with us by the Interborough. At times
that arrangement was advantageous to us; at others it was
not. Call money has been bringing 1% and 1% per cent
for a long time, so the Interborough has done well to get
2% per cent. The bonds were turned over to the syndicate
members, who have had to carry them. If we could have
kept them and received 5 per cent in interest, we would
have made 2% per cent over the interest we paid on the
money. Whenever the opportunity offered the dealers have
sold some of the bonds, always taking care not to crowd
the market."

On Feb. 8 Mr. Fisher said that J. L. Quackenbush was
general counsel of the company and that the legal de-
partment employed sixty attorneys and a total office force of
about 200 persons. Mr. Quackenbush said he received $36,-
000 a year from the Interborough Rapid Transit Company.
This, with the payments which he received from the New
York Railways, with $6,600 from the Third Avenue Railway
and $2,400 from two Long Island roads, made his total in-
come for the year $45,000. The annual legal expense account
of the Interborough Rapid Transit Company amounted to
between $275,000 and $300,000.

PLAN FOR TRAFFIC RELIEF IN DETROIT

To relieve the street railway congestion in the heart of
the city as much as possible the Detroit Street Railway
Commission has recommended to the Common Council a
plan of curve connections, special work and some straight
track construction in the downtown district. The recom-
mendations are based upon the traffic survey made for the
commission by Barclay Parsons & Klapp, engineers, New
York City. The commission states in its recommendation
that the plan does not propose to eliminate the operation
of through east and west cars across Woodward Avenue
unless thought desirable, although the lay-out of tracks
if the recommendations are carried out would be such that
all east and west cars could be looped. Traffic officials of
the company have contended for years that something
must be done in the way of loops to relieve the congestion

caused by having practically 90 per cent of all the cars
operated run past the city hall on every half trip. Un-
der the present arrangement all east and west cars cross
Woodward Avenue with the natural result that operation
on all lines is slow and congested in the downtown district.
The recommendations have been referred to the committee
on public utilities.

WARNING TO RAILROADS
New York Commission Suggests That Railroads Consider
Self-Propelled Cars to Meet Electric Railway
and Bus Competition

The Public Service Commission for the Second District
of New York, on Feb. 3 sounded a warning to the rail-
roads of the State that they must find some more con-
venient and economical means for handling local passenger
business to meet the competition of the electric railway
and the automobile unless they want to see a continuance
of the falling off in local passenger revenue that has
marked the last few years. The commission urges the rail-
roads to study the possibilities of the gasoline-driven rail-
road car. Commissioner Irvine said:

"The familiar local train, composed of locomotive, bag-
gage and express car, and two or three coaches, is in a
state of obsolescence. Such trains carry only those who
have no other available means of transportation. Some
cheaper, faster and more comfortable method of trans-
porting local passengers must be adopted or else the rail-
roads must continue to transport them at a loss in spite
of wise economies and in spite of reasonable curtailments
of service."

The opinion was rendered upon the denial by the com-
mission of the complaint of Ralph Harter and other resi-
dents of Cortland, and points between there and Auburn
on the Lehigh Valley Railroad, asking for earlier morning
and later evening service into and out of Auburn. The case,
says Commissioner Irvine, is typical of scores through that
part of the State, gridironed by main and branch lines of
railroad. As in many other cases, it has been shown that
public convenience would be served by additional trains;
yet the railroad has been able to show that even if the cost
of this service could be barely met, it would be at the ex-
pense of revenue now being derived from the present trains,
which are barely paying, and would result in a generally
unprofitable operation.

Pointing to the fact that almost every village in the State
can now be reached by an improved highway at all seasons
of the year, and to the tremendous growth of the automo-
bile, Commissioner Irvine said of the latter:

"A few years ago the summer toy of the rich man, it
has now become the convenient passenger and freight ve-
hicle of almost all classes. It is safe to assume that its
use will not diminish."

The gasoline-driven railroad car is suggested by Commis-
sioner Irvine as the solution of this problem of local rail-
road service, though he says that it has not yet been so
thoroughly demonstrated under the topographical and cli-
matic conditions of New York State as to warrant the com-
mission in prescribing its use in this and other cases. Con-
tinuing he said:

"There is evidence in the record that gasoline cars have
been operated on the Central New York Southern between
Auburn and Ithaca at an expense of less than 29 cents per
mile. This operation has not continued long enough, how-
ever, to determine the important factor of depreciation. If
the solution does not lie in gasoline it must be found else-
where, and it is high time that this and other railroads
should seek it.

"It is not altogether creditable to the enterprise of the
carriers that experience is so limited. The stretches of
road we have been considering are not unfavorable to ex-
perimentation of this character. It is possible that the
Lehigh Valley Railroad might not only meet the con-
venience of the complainants in this case, but aid materially
in affording a solution of the local passenger problem if it
should by actual experiment determine whether or not the
solution lies in the direction indicated."

The local case involves two divisions of the road. One
runs from Sayre, Pa., through Freeville to Auburn, and

February 12, 1916]

ELECTRIC RAILWAY JOURNAL

329

the other from Elmira through Freeville and Cortland to
Canastota. Through the connection at Freeville there are
now two trains each way between Cortland and Auburn,
the earliest arriving in Auburn at 10.58 a. m., and the
latest leaving Auburn at 4.50 p. m. The commission finds
that to change these schedules would result in far greater
inconvenience to patrons all along the lines, and at many
connections with other lines, than could be gained for the
complainants. It also finds that on the showing of revenues
and expenses put in by the railroad an order involving an
extra train to meet this complaint would not be equitable
and would not stand a court review. The railroad showed
that its actual out-of-pocket cost per train-mile for this
service was 54 cents, with revenues per train-mile of 57
cents, thus leaving only 3 cents for overhead charges.

CLEVELAND RAILWAY SEEKING TO BUILD 24
MILES OF TRACK AT COST OF $905,427

At the regular meeting of the City Council of Cleveland,
Ohio, on the evening of Feb. 7 the Cleveland Railway re-
quested the approval of its plan to build 24 miles of new
track at an estimated cost of $905,427. Permission was
also asked to sell the old carhouse property at Superior
Avenue and East 105th Street for $200,000. The Superior
& East 105th Street Realty Company recently leased the
property for a period of ninety-nine years, with the privi-
lege of purchasing it after ten years for $210,000.

The street railway committee approved Councilman
Schwartz's request to the street railway commissioner to
investigate and report on the feasibility of giving the vari-
ous lines distinctive numbers.

The Cleveland Railway and the officials of East Cleveland
are again in a dispute over the paving question on Euclid
Avenue. Because the franchise has only a few more years
to run, the company does not want to lay a new pavement
between its tracks unless an extension of the franchise is
granted. Under the present franchise 3-cent fares are in
force in East Cleveland, but the company refuses to con-
sider a renewal at that rate. It is said that nothing but a
5-cent fare between points in East Cleveland and points
within the city will be considered by the company. A por-
tion of the city lying east of East Cleveland is served by
the Euclid Avenue line, but after leaving the East Cleve-
land limits an extra fare of 5 cents is collected. This was
the rate before the territory was taken into the city.

J. E. Smith, chairman of the committee on light of the
City Council, has suggested that the Cleveland municipal
light plant be enlarged and that power from it be sold to
the Cleveland Railway instead of giving the company per-
mission to replace equipment in the Cedar Avenue power
house. He has suggested that $1,000,000 of bonds be issued
to provide funds to enlarge the municipal plant sufficiently
for this purpose.

FURTHER MOVES IN CANADIAN HYDRO-ELECTRIC
PLANS

The Ontario Power Union and the Provincial Hydro-
Radial Union will meet in Toronto, Ont., during the second
week of the session of the Ontario Legislature, and Mayor
Church says that the application for a subsidy from both
Governments will be renewed. The Mayor stated that no
money would be required while the war was on, and the
municipalities would be satisfied with a guarantee.

The Toronto City Council on Jan. 24 heard on final read-
ing the bill to authorize the ratification of an agreement
between the city and other municipalities with the Pro-
vincial Hydro-Electric Commission for the construction of
an electric railway from Toronto to London. The bill was
indorsed by the ratepayers on Jan. 1.

A conference of representatives of the Councils of the
municipalities along the Grand Trunk Railway branches
between Berlin and Gait and between Berlin and Elmira
was set for Feb. 5 in Berlin, at which Sir Adam Beck, chair-
man of the Hydro-Electric Power Commission, was to sub-
mit a proposition to secure the running rights over these
lines to be used as feeders of the proposed radial main line
between Toronto and London. Sir Adam Beck has notified
the Berlin authorities that the Dominion Railway Commis-
sion will not consent to the construction of the Hydro lines

paiahel to existing branch lines, but he is confident that
running rights will be granted over these branches. It is
proposed to electrify these branches.

SEATTLE SNOWBOUND

For the first time in the history of street railway opera-
tion in Seattle, practically the entire service of the Puget
Sound Traction, Light & Power Company, as well as the
Seattle, Renton & Southern Railway and the municipal
lines, was completely paralyzed by a snowstorm which
continued for thirty-six hours. Aside from an intermittent
service on the cable lines traversing Madison and James
Streets and Yesler Way, virtually all the cars in Seattle
ceased operation at midnight on Feb. 1. On Feb. 2 the
cable lines were forced to suspend operation. So heavy
was the snowfall that the efforts of five snowplows, a crew
of 500 men with shovels and several improvised cars
equipped for clearing the tracks, were unable to remove the
accumulation of snow to permit operation of cars on the
local Seattle lines. The Seattle, Renton & Southern Rail-
way operated until midnight on Feb. 1, but despite the ef-
forts of extra gangs of men service had to be gradually
discontinued. Division "A" of the municipal line ceased
operations at 10 o'clock on the night of Feb. 1, but the Lake
Burien line, Division "C," continued to operate all day on
Feb. 2 and well into the night.

Interurban traffic, controlled by the Puget Sound Trac-
tion, Light & Power Company, was completely suspended
on Feb. 2. On the Seattle-Tacoma division service ceased
about 11 p. m. on Feb. 2. Operation over the Seattle^
Everett branch of the Puget Sound company's interurban
system was discontinued on Feb. 2 and had not beer, re-
sumed up to the time that this account was dispatched from
Seattle on Feb. 4 by the resident correspondent of the
Electric Railway Journal.

The Oregon-Washington Railroad & Navigation Com-
pany, on Feb. 2 and 3, ran four special steam trains for
the accommodation of the residents of Georgetown, a
suburb of Seattle, and those employed in Georgetown who
live in Seattle. J. L. Brass, assistant general manager of
the railroad, stated that the operation of these special
trains would depend upon the weather and the ability of
the Puget Sound Traction, Light & Power Company to
move its cars to and from Georgetown.

The topography of the city of Seattle, with its many
hills and dangerous grades, added infinitely to the difficulties
which confronted the railway officials.

According to reports received in Seattle from other large
cities in the State, troubles similar to those experienced in
Seattle were confronting the railway managers in those
cities. Walla Walla reported 30 in. of snow and traffic
completely demoralized. Tacoma, Bellingham, Olympia,
Aberdeen, Hoquiam and other places reported the suspen-
sion of railway service.

FURTHERING CINCINNATI'S RAPID TRANSIT
PLANS

C. C. Harris, representing the Cincinnati, Milford & Love-
land Traction Company, reported to the Cincinnati Rapid
Transit Commission on Feb. 2 that a plan had been adopted
for connecting this line with the rapid transit loop in the
city. He said that the connecting line would pass through
Ault Park and give rapid transit not only to the park but
to Madisonville, Mount Lookout and Hyde Park East. It
was proposed, after bringing the line in from Madisonville,
the present terminus of the Cincinnati, Milford & Loveland
Traction Company, to form a junction with the Cincinnati,
Georgetown & Portsmouth Railroad and two lines of the
Interurban Railway & Terminal Company. On the follow-
ing day, however, the city park board refused to entertain
a request for a right-of-way through Ault Park on the
ground that it was donated to the city on the condition that
it be used for park purposes only and that an electric line
through the ravine, as proposed, would spoil one of the most
beautiful portions of the ground.

Mr. Harris announced to the park board that if the loop
is built and his road secures a proper connection, it will be
extended to Columbus, Ohio, to provide a fast freight
system. He said that the passenger business was on the

330

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 7

wane, as evidenced by the fact that the company's earnings
from passenger traffic in 1912 were $72,000, while in last
year they were $48,000.

The Interurban Railway & Terminal Company and the
Cincinnati, Georgetown & Portsmouth Railroad have
planned to form a junction and connect with the proposed
loop by means of one double-track line. This plan was
reported to the Rapid Transit Commission on Feb. 2.

HOLYOKE ARBITRATION HEARINGS

L. D. Pellissier, president of the Holyoke (Mass.) Street
Railway, took the stand late during the week ended Feb. 5
in the wages arbitration hearings, now under way after an
interim of several weeks. He reviewed the policies of the
company, with particular reference to official salaries. Mr.
Pellissier told the board that he had entered the employ
of the road in 1892 as a conductor at a daily wage of $1.75
for ten hours' service. He sketched the various steps in his
advancement to president and general manager, in which
capacities he receives an annual compensation of $7,500.
The number of officers in the company had lately been
reduced, and the official salaries now totaled $10,000 a
year, compared with $14,000 formerly. Mr. Pellissier knew
of no company of comparable size with so few officers. His
duties included the purchase of about $100,000 in supplies
yearly as well as close supervision of the company's other
expenditures, amounting to about $500,000 a year. He also
has charge of the Northampton Street Railway, for which
he received an additional salary. To look after that prop-
erty required two to three hours a day of executive atten-
tion. When the present interests took over the Northampton
Street Railway it was in poor physical and financial con-
dition, but the former had been much improved under cen-
tralized management.

The witness said that he worked twelve hours a day and
seven days a week. Mr. Pellissier said that he had in-
formed the employees on the Holyoke road that he was
willing to meet the Springfield Street Railway rate of
wages, but that the Holyoke company had always paid its
men by the hour and would continue to do so. The com-
pany recently declared a 3 per cent dividend instead of the
former 4 per cent semi-annual rate, the reduction being
due to losses in the strike of 1915. The witness denied that
spare men were obliged to remain at the carhouse from
5.30 a. m. until midnight in order to obtain seven hours'
work a day.

Chairman Cottor announced that the company and the
union had agreed that any award which may be made will
date back to June 1, 1915. The hearing was adjourned
until Feb. 9, when it was expected that Prof. Albert S.
Richey of the Worcester (Mass.) Polytechnic Institute
would submit expert testimony on the cost of living in
rebuttal to the evidence of Arthur Sturgis, Brookline, Mass.

New Virginia Line in Operation. — The new line of the
Petersburg & Appomattox Railway has been placed in
operation from Petersburg to Hopewell, 10% miles.

Lectures on Military Engineering. — The course of seven
free lectures on military engineering practice under the di-
rection of Major-General Leonard Wood, referred to in the
Electric Railway Journal of Feb. 5, page 285, will,
through the co-operation of the United Engineering So-
ciety, be given in the auditorium of the Engineering Socie-
ties Building in New York.

Chicago Traction Experts Begin Work on Feb. 14. — The
ordinance confirming the appointment of the Chicago trac-
tion commissioners has become a law, and the new com-
missioners, William Barclay Parsons, Robert Ridgway and
Bion J. Arnold, plan to take up the work of investigating
Chicago's transportation problem Feb. 14, 1916, with a view
of making an early recommendation for improvements. Mr.
Parsons was named chairman of the commission in the ordi-
nance authorizing the appointments.

Wage Conferences in Detroit. — Officers of Division No. 26
of the Amalgamated Association of Street & Electric Rail-
way Employees, have had some conferences with officials
of the Detroit (Mich.) United Railway with reference to a
request which the union is to present for an increase in
wages. No public announcement has been made as yet by
either company or men as to the extent of the increase de-

sired. The agreement between the company and the union
calls for arbitration of wage matters provided an agree-
ment cannot be reached.

Proposed Lockport Agreement Disapproved. — The pro-
posed agreement between representatives of the city of
Lockport, N. Y., and the International Railway, Buffalo,
N. Y., whereby the former would withdraw its objection
to the one-man car service in Lockport providing the rail-
road company would construct a new freight and passen-
ger terminal for the Buffalo & Lockport; Lockport & Olcott,
and Buffalo, Lockport & Rochester lines, was disapproved
when submitted to the Lockport City Council. It is said
that an effort will be made to require the International
Railway to place two men on the Lockport city cars.

Electrification of Twin City Terminals Reported. — News-
papers of St. Paul and Minneapolis, Minn., report negotia-
tions under way between the Northern States Consumers
Power Company and the Minneapolis General Electric Com-
pany, and the Great Northern Railroad which contemplate
the electrification of the Union Station of Minneapolis and
the terminals leading into it. Concerning the conference
between L. W. Hill, president of the Great Northern Rail-
road, and H. M. Byllesby, Ralph Budd, assistant to the presi-
dent of the railroad, is reported to have said: "I cannot di-
vulge the nature of our conference with Mr. Byllesby. Nat-
urally, the electrification idea presents itself in connection
with his visit here, and I can go no farther than to say that
we are considering such a proposition." This has been taken
to mean that Mr. Byllesby has presented a comprehensive
scheme of terminal electrification which is being looked upon
with favor by the railroad officials.

PROGRAM OF ASSOCIATION MEETING

Central Electric Railway Association

The program has been announced for the annual meeting
of the Central Electric Railway Association on Feb. 24 and
25, in the banquet hall of the Miami Hotel at Dayton. The
business session will be held at 9 a. m. on Feb. 24. Reports
of committees will be presented on Feb. 24. The program of
addresses and papers for that day is as follows:

Address by Charles L. Henry, president of the Central
Electric Railway Association and president of the American
Electric Railway Association.

Paper, "City Manager Government and Its Relation to
Public Utility Companies," by Henry M. Waite, city manager
of Dayton, Ohio.

Address by Luke C. Bradley, assistant district manager of
Stone & Webster.

At the afternoon session the program will be as follows:

Paper, "Comments on Electrification Applying Especially
to the Norfolk & Western Installation," by Q. W. Hershey,
engineer with the Westinghouse Electric & Manufacturing
Company.

Address by Beecher W. Waltermire, chairman of the Pub-
lic Utilities Commission of Ohio.

The program of papers for Feb. 25 will be as follows:

Paper, "Gas-Weld Rail Bonding," by J. Rowland Brown,
engineer of the Ohio Brass Company.

Report of the Central Electric Railway Accountants' As-
sociation, by F. T. Loftus, president.

Report of the Central Electric Traffic Association, by A. L.
Neereamer, chairman.

The presentation of these reports will be followed by the
reading of the annual report of the secretary and treasurer
and by the election and installation of officers for the ensuing
year. The executive committee will meet immediately after
adjournment.

At 6.30 p. m. on Feb. 24, an informal dinner will be given
at the Miami Hotel for the members of the association and
invited guests. The price for the dinner will be $2.50 per
plate. The toastmaster will be Charles L. Henry. The ad-
dress of welcome will be delivered by George W. Shroyer,
Mayor of the city of Dayton. The speakers will include S. D.
Hutchins of the Westinghouse Air Brake Company; Freder-
ick H. Rike, president of the Greater Dayton Association;
Arthur W. Brady, president of the Union Traction Company
of Indiana, and ex-Governor James M. Cox, Dayton, Ohio.
Those who plan to attend the dinner are requested to notify
John F. Ohmer, Dayton, Ohio, of the number of plates they
desire and to send check with their request.

February 12, 1916] ELECTRIC RAILWAY JOURNAL

331

Financial and Corporate

PHASES OF UTILITY ACCOUNTING
Division of Capitalization of Up-State New York Commis-
sion Points Out Its Practices Regarding Suspense
Accounts and Security Issues for Replacements

The division of capitalization of the Public Service Com-
mission for the Second District of New York in its report
for the year ended Dec. 31, 1915, calls the attention of
utilities to certain phases of accounting which will here be
noted briefly. In the first place it is pointed out that steam
railroads and to a less degree street railways have sys-
tematically subdivided their plant accounts, but for the
majority of the remaining classes one or a very few plant
accounts have sufficed. Now, however, many corporations
are recognizing the shortcomings of too general records
and are analyzing their plant accounts and thus making the
commission's accounting rules retroactive. Charges im-
properly included in old undefined accounts are charged
against surplus if such is large enough or with the com-
mission's approval to a replacement suspense account to
be amortized through income in accordance with a definite
plan determined by the regulatory body.

In regard to depreciation the division except in security
issuance cases has not passed upon the rules used by the
utilities, but in such cases it has for each company
considered the estimated accrued depreciation to date and
recommended a definite rule to govern the establishment
and maintenance of a reserve to cover the present deterio-
ration and future accruals. When the sum of the accrued
depreciation computed by the commission and the book
value of the property retired but not written off exceeds
the company's surplus and its reported depreciation re-
serve, the revised balance sheet would show a deficit, but
the companies have been allowed to suspend such excess
pending its elimination by annual income appropriations.

The division has recognized that the principle of equality
between property investment and the securities against
such is economically correct, but as a practical proposition
it has believed that electrical corporations in particular
should be allowed sufficient time, a period of years, in
which to absorb early losses and in the meantime they could
properly finance their development with additional stock
or bonds. Hence companies have been allowed to issue
securities for replacements, but they have been required
to pay off such securities from earnings within a reason-
able time or else acquire from earnings sufficient assets to
make good their investment. It is said that this policy
has enabled the utilities to continue service without inter-
ruptions from receiverships or reorganizations, to finance
themselves at a minimum cost and to make them compar-
able to unregulated companies as far as the possibilities
attendant upon external development are concerned.

RETURNS FOR RHODE ISLAND

In the preliminary annual report of the Rhode Island Pub-
lic Utilities Commission for 1915 recently submitted to the
Governor it was stated that the value of road and equip-
ment reported by the street railway companies of the State
was an increase of $2,107,975 over the preceding year, of
which amount $640,812 was reported by the Rhode Island
Company. The current assets reported by this company
decreased, but the total assets increased $257,242.

The railway operating revenues of the Rhode Island Com-
pany amounted to $5,084,137, a decrease of $295,011, and
the railway operating expenses totaled $3,438,274, a decrease
of $985. The net operating income was $1,173,153, a de-
crease of $309,196, and the gross income was $1,294,909,
which was a decrease of $332,099 from the amount reported
the preceding year. The deductions from gross income
amounted to $1,410,337, leaving a deficit of $115,428.

The only company operating cars within the State which
paid a dividend was the Bay State Street Railway, and this
company's dividend was a decrease of $564,223.

ANNUAL REPORT

Cleveland Railway

The statement of income, profit and loss of the Cleve-
land (Ohio) Railway for the year ended Dec. 31, 1915,
follows:

I. — Based on Ordinance Allowances

Cents per
Car Mile

Operating revenues :

Revenue from transportation $8,386,801

Revenue from operations other than trans-
portation 81,680

Total operating revenues $8,468,481 26.11

Expense allowances :

Maintenance allowance $1,604,709 4.95

Operating expense allowance 4,035,065 12.44

Total expense allowances 5

5,639,774

17.39

Net operating revenue ^

2,828,707
73,832

8,72
0.23

2,902,539
488,064

8.95
1.50

2,414,475
1,856,501

7.45
5.73

$557,974
284,000

1.72
0.87

$273,974

0.85

II. — Based on Disbursements

8,468,481

26.11

Actual expenses :

Maintenance of equipment except power plant

$902,108
714,632
90,972

2.79
2.20
0.28

1,707,712

5.27

General and miscellaneous

$738,580
2,526,961
511
808,950

2.28
7.79
0.00
2.49

Total operating expenses 5

4,075,002

12.56

Total maintenance and operating expenses.. 5

5,782,714

17.83

73,832

8.28
0.23

2,759,599
488,064

8.51
1.50

2,271,535
1,856,501

7.01
5.73

Obsolete equipment

$415,034
209,000

1.28
0.64

$206,034

0.64

Of the above-stated total of $8,386,801 for revenue from
transportation, passenger revenue accounted for $8,255,-
642. Exclusive of transfers the passenger revenue in-
creased $266,129 or 3.68 per cent, while including transfers
it increased $773,136 or 10.33 per cent. The gross income
showed a gain of $806,636 or 10.43 per cent. The increase
in maintenance allowance was $2,311 or 0.14 per cent, while
the actual maintenance expenses decreased $220,726 or
11.45 per cent. The operating expense allowance increased
$124,131 or 3.17 per cent, and the actual operating ex-
penses gained $123,764 or 3.13 per cent. Taxes rose $21,-
068 or 4.51 per cent and interest $154,241 or 9.06 per cent.
The total increases in operating expenses, taxes and in-
terest amounted to $299,073 or 4.88 per cent, and the net
increase in maintenance and operating expenses, taxes and
interest was $78,347 or 0.97 per cent.

During the year the total number of fares increased
$10,237,332 or 4.45 per cent, and rides 7,817,179 or 2.40
per cent, but transfers decreased 2,169,464 or 2.34 per
cent. The ordinance car-miles (where the mileage of trail-
cars is figured at 60 per cent of their actual mileage) in-
creased 105,323 or 0.33 per cent, and the actual car-miles
increased 393,597 or 1.17 per cent. The operating revenue
per car-mile increased 2.31 cents, while the actual mainte-
nance expenses per car-mile decreased 0.07 cent, and the
actual operating expenses per car-mile increased 0.34 cent,
taxes 0.06 cent and interest 0.46 cent.

During the first eight months of 1914 the rate of fare
was "3 cents cash fare, 1 cent transfer and 1 cent rebate,"
but during the last four months of that year and in all of
1915 there was no rebate of the 1 cent charge for trans-

332

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 7

fers. Just what the effect of this change of fare was on the
comparative figures is shown by the accompanying table of
monthly totals:

Monthly Passenger Revenue, Passenger Revenue Less Trans-
fer Receipts, and Fares in 1915, with Increases Over 1914

Passenger
Revenue
Passenger Less Transfer

Revenue Receipts Pares

,

A

r

, A

%

%

%

Month

1915

Inc.

1915

Inc.

1915

Inc.

January .

$635,853

8.57

$578,408

0.95*

18,431,753

2.04*

February.

587,867

11.01

534,307

1.18

17,052,978

0.04

March . . .

672,839

12.55

611,925

2.66

19,527,042

2.23

April ....

669,967

10.61

609,049

0.86

19,391,440

0.49

May ....

707,024

9.26

641,214

0.56*

20,359,602

0.37*

700,575

12.38

635,284

2.23

20,455,054

4.11

July

715,337

11.01

648,963

1.04

20,820,989

2.99

August . .

711,069

12.33

645,261

2.28

20,669,652

4,41

Septebmer

690,185

6.31

626,267

6.05

20,145,282

7.60

October . .

736,559

9.01

669,241

8,79

21,570,476

10.19

November

704,033

11.55

640,685

11.40

20,673,166

12.96

December.

724,334

9.78

660,116

9.59

21,289,105

10.91

Total . . $

8,255,642

10.33

$7,500,720

3.68

240,386,539

4.45

* Decrease.

It is evident that the increases in the first eight months of
1915 over the corresponding months of 1914 were to a large
extent due to the increased fare in the later periods, and
the increases in the last four months of 1915 are a better
indication of the real gain and the showing to be expected
in 1916. The columns showing the number of fares are
the most accurate measure of the increasing traffic enjoyed
by the company during 1915 and most clearly indicate the
good progress being steadily made. During the last four
months of 1915 the company enjoyed a marked increase
in travel, and the penny transfer charge promises to wipe
out the allowance deficits if the city allows its continuance
for that purpose. It may be noted that for October the earn-
ings of the company were the largest in its history.

The interest fund was increased by surplus earnings of
$45,546 in December, the balance in the fund at the end
of the year being $542,652. The average maintenance
allowance for the year was substantially 5 cents per car-
mile. The allowance for December was about 4 cents per
car-mile, and the December surplus was therefore consider-
ably larger than it would have been if the allowance for
the month had been equal to the average for the year. The
increases in the interest fund from month to month have
led some to hope that there might be a decrease in the
rate of fare within a comparatively short time, but it has
been said that the over-expenditure of the maintenance re-
serve, amounting at the end of the year to $593,149, ought
first to be provided for from the interest fund.

During 1915 the company expended $1,975,896 for bet-
terments. It is said to be impossible now to state how
many new cars and motors will be required in 1916, for the
City Council has entire control of the service. As stated in
the Electric Railway Journal of Jan. 29, however, the
track department has recommended, among various things,
the renewal of about 28 miles of track at an estimated cost
of $1,000,000 and the purchase of four automobile trucks,
while the power department has recommended improve-
ments totaling $507,840.

GOOD RECORD FOR NORFOLK & WESTERN

In regard to the operating results of the Norfolk &
Western Railroad for the last half of 1915, the Wall Street
Journal gives some particulars which are of especial interest
on account of the electric service maintained between Blue-
field and Vivian. During the six months mentioned, the
road operated at a ratio of 56.8 per cent, as compared to
65.9 per cent for the same period of 1914. The train load
has been steadily increasing from 635 tons in 1910 to 841
tons in 1915, and a gain is expected during the current year.
The financial journal mentioned attributes a large part of
the steady increase in train load to liberal expenditures for
improvements, including the electrified section mentioned.
The cost of electrification for this 30-mile section is said to
be $3,600,000. Under electric operation one electric loco-
motive hauls the train with the aid of a pusher only on the
steep grades, whereas, with steam, two Mallet type steam
locomotives were used with a third as the pusher on the
steep grades. The speed with the electric locomotives is
practically double that of the steam operated train.

DES MOINES REFINANCING SETTLED
New Mortgage to Secure $15,000,000 of 5 per Cent Bonds,
$3,483,000 to Be Now Issued— Old 5 Per Cent Bond-
holders Receive Favorable Preferential Offers

Under plans which have been completed for refinancing
the Des Moines City Railway, which has accepted the new
franchise described in the Electric Railway Journal of
Jan. 29, page 205, a new mortgage will be made to secure a
new issue of general and refunding mortgage 5 per cent
twenty-year gold bonds. These will become first mortgage
bonds upon the payment of the comparatively small amount
of $367,000 of underlying bonds which will remain outstand-
ing, the longest maturing in 1921. Under this financial plan,
a total of $3,483,000 of bonds will be presently issued,
and out of the proceeds of these the company is required to
deposit $500,000 in cash with the trustee of the new mort-
gage to be expended for improvements and extensions.

The bondholders' committee for the old 5 per cent refund-
ing mortgage gold bonds has made a contract with the rail-
way, under which the owners of the $2,202,000 of bonds
deposited with the committee are granted the opportunity
to receive a full settlement in cash for their certificates of
deposit, or the preferential right to purchase an amount of
new bonds equal to the amount of their certificates of de-
posit at a lower price than that at which it is proposed the
new bonds will be offered to the general public. The holders
may exchange each $1,000 of certificates of deposit for
$1,000 par value of new general and refunding mortgage
bonds, bearing interest from Jan. 1, 1916, and receive a bonus
of 5 per cent ($50) in cash and, in addition, $64.17 in cash,
which is the amount of interest on the old bonds to Jan. 1,
1916, and interest on overdue interest to March 1, 1916. Or
they may receive payment in full in cash for principal and
interest and interest on overdue interest to March 1, 1916.

The committee, in so far as it personally owns or repre-
sents the owners of certificates of deposit, has elected to
accept settlement in new bonds and cash, and recommends
the same course to the other depositing bondholders. All
holders of certificates of deposit are required to elect, prior
to Feb. 26, 1916, whether they will accept part bonds and
part cash or prefer to receive a full cash settlement. In
view of the favorable terms, the committee, in so far as no
preference is expressed prior to Feb. 26, will exchange the
old bonds for new bonds and cash, and will hold such for
delivery to the holders of certificates of deposit.

The committee has consented to the discharge of the re-
ceiver of the railway and the dismissal of all suits against
the city of Des Moines, entered on behalf of the bondhold-
ers, and the committee has waived all defaults under the
mortgage securing the bonds.

All the $2,202,000 now deposited under the control of the
committee will be deposited as part of the security for the
new issue, as will any additional underlying bonds which
may be acquired. In case the amount of underlying bonds
is reduced, there will be a corresponding increase in the
amount of the new issue. The new bonds will be dated as
of Jan. 1, 1916, will be due Jan. 1, 1936, and will be redeem-
able on any interest payment date at 105 and interest. The
total authorized issue will be $15,000,000, with the provision
that bonds may be issued to refund the underlying bonds,
and $1,000,000 of additional bonds may be issued for the
full cost of rehabilitation, extensions and additions. The
remaining bonds, amounting to $10,150,000, may be issued
for 80 per cent of the cost of further extensions and ad-
ditions, but no bonds in excess of the amount to be issued
forthwith can be issued except when the net earnings for
the preceding twelve months have been equal to at least one
and three-quarters times the annual bond interest charge.

The Harris Trust & Savings Bank, Chicago, has con-
tracted to purchase from the railway whatever bonds are not
taken by the old bondholders, and later on expect to offer
these to the general public at a price higher than the 95
and interest price at which the bonds are now offered to the
old bondholders.

Columbus Railway, Power & Light Company, Columbus,
Ohio. — E. W. Clark & Company, Philadelphia, Pa., and
Kissel, Kinnicutt & Company, New York City, are offering
at 97 and interest $3,500,000 of first refunding and exten-
sion sinking-fund mortgage 5 per cent gold bonds of the

February 12, 1916] ELECTRIC RAILWAY JOURNAL

333

Columbus Railway, Power & Light Company, dated April
1, 1915, and due Oct. 1, 1940. The bonds are part of an
authorized issue of $25,000,000, of which $3,500,000 will be
outstanding upon the sale of the new bonds, $41,900 in the
treasury, $6,654,700 are reserved to retire underlying liens,
and the balance are reserved for additions and improve-
ments at 85 per cent of the cash cost or fair valuation,
whichever is less, but only when net earnings for the pre-
ceding twelve calendar months are twice the interest
charges on all bonds outstanding, including those applied
for. Of the present issue $1,552,900 will be used to retire
underlying bonds, $1,439,000 for construction now com-
pleted, $250,000 for future construction and $300,000 for
working capital.

Empire United Railways, Inc., Syracuse, N. Y. — The
bondholder's protective committee, of which Arthur W.
Loasby is chairman, has notified the holders of the Roches-
ter, Syracuse & Eastern Railroad first mortgage 5 per cent
bonds that $3,544,000 in bonds have been deposited out of
$4,896,000 outstanding and that after Feb. 15 no bonds will
be received for the protective agreement except by special
permission.

Fostoria & Fremont Railway, Fostoria, Ohio. — Luce &
Company, Boston, Mass., and Portland, Me., are offering
at 93% and interest $200,000 of first mortgage 5 per cent
gold bonds of the Fostoria & Fremont Railway of 1910,
due on Oct. 1, 1930.

Gary & Interurban Railroad, Gary, Ind. — The Supreme
Court of Indiana has affirmed the decision of the Circuit
Court of La Porte County in the case of Ferdinand Raff
et al. versus the officers and directors of the Gary & Inter-
urban Railroad. The case was brought by Raff and others
to restrain the directors from merging the Gary & Inter-
urban Railroad with other interurban lines in Indiana.
Judge Tuthill of the La Porte County Circuit Court de-
cided against Mr. Raff and sustained the merger. The case
was then appealed by Mr. Raff to the Supreme Court.

Interborough Rapid Transit Company, New York City. —
The Manhattan Railway is offering for sale $4,523,000, out
of a total authorized issue of $5,409,000, of its second mort-
gage 4 per cent gold bonds, due on June 1, 2013, secured
by its second mortgage made to the Equitable Trust Com-
pany of New York, as trustee, dated June 1, 1913, interest
payable June 1 and Dec. 1. This mortgage was consented
to and the issuance of these bonds authorized by order of
the Public Service Commission for the First District, dated
Feb. 3, 1916. Sealed proposals for the purchase of the
whole or any part of the bonds will be received on or before
Feb. 17, 1916. The bonds are to be issued to reimburse the
Interborough Rapid Transit Company, the lessee of the
lines, for permanent improvements made to the elevated
structure.

Lima & Honeoye Light & Railroad Company, Lima, N. Y.

— The Buffalo House Wrecking & Salvage Company, Buf-
falo, N. Y., bought the physical property of the Lima &
Honeoye Light & Railroad Company for $14,380 at fore-
closure sale held in Rochester, N. Y. The property includes
two street cars, rails, ties, trolley and feeder wires, power
house, engines, boilers and generators and the carhouse in
Lima, N. Y. The latter is a frame structure 40 ft. x 60 ft.
and the power house near Lima is a brick building 60 ft. x
100 ft. The road extends 4% miles from Honeoye Falls
to Lima. The right-of-way was sold for $25 and the light-
ing system brought $7,500. Isaac Joffee was referee.

Little Rock Railway & Electric Company, Little Rock,
Ark. — J. R. Vinson, president of the Southern Trust Com-
pany, has been elected a director of the Little Rock Rail-
way & Electric Company.

Northern Ohio Traction & Light Company, Akron, Ohio.
—The Northern Ohio Traction & Light Company has ap-
plied to the Ohio Public Utilities Commission for authority
to issue $518,400 of 6 per cent preferred stock, to be sold at
not less than 95, the proceeds to be used for extensions of
the generating capacity of the company, and for additions
and betterments to its properties. It is said that officials
of the company are working on details of a general mort-
gage covering all properties of the company to provide for
future refunding and financing of improvements and ex-
tensions. The company has been financing its requirements

by the issue of 6 per cent preferred stock, of the authorized
amount of which $1,500,000 remains unissued. When the
full amount of this stock has been sold it is the intention of
the company to do all future financing by the sale of gen-
eral and refunding bonds. With the refunding of underly-
ing bonds and the inclusion of property now covered by
them into the corporate organization of the Northern Ohio
Traction & Light Company the general mortgage will be-
come a first lien.

Philadelphia (Pa.) Rapid Transit Company. — The hold-
ers of the voting trust certificates of the Philadelphia Rapid
Transit Company have expressed a desire that the Stotes-
bury management shall be continued and the voting trust
agreement extended for a further period of five years. Ac-
cordingly an agreement supplemental to the original voting
trust agreement of Feb. 20, 1911, has been prepared and
is on file at the office of the Fidelity Trust Company, Phila-
delphia, agent for the voting trustees. The present trustees
are Arthur E. Newbold, George H. McFadden and William
P. Gest, and they have agreed to continue to act in their
present capacity, provided the holders representing a sub-
stantial majority of the voting trust certificates or shares
of the stock consent to the extension. Under the original
voting trust agreement $22,853,900 of $30,000,000 of capital
stock of the company was pledged.

Pittsburgh (Pa.) Railways. — The United Traction Com-
pany has again failed to pay the semi-annual dividend of 2%
per cent on its $3,000,000 of preferred stock. The protec-
tive committee which was formed in February, 1915, when
the company first passed its dividend, has been reorgan-
ized with the addition of Howard A. Loeb and Charles
Biddle, Philadelphia. Holders of the preferred stock are
asked to deposit their stock with the Philadelphia Trust
Company. All the $17,000,000 of common stock of the Unit-
ed Traction Company is owned by the Pittsburgh Railways,
which is controlled by the Philadelphia Company.

Schenectady (N. Y.) Railway. — The Schenectady Railway
has called for redemption on March 1 the $2,000,000 of
outstanding first mortgage 4% per cent forty-year gold
bonds of Sept. 1, 1901, at 110 and accrued interest, to be paid
at the Banker's Trust Company, New York City.

Seattle, Renton & Southern Railway, Seattle, Wash. —
Judge Frater in the King County Superior Court has al-
lowed a claim of $140,000 held by the Puget Sound Trac-
tion, Light & Power Company against the Seattle, Renton
& Southern Railway for power furnished. Judge Frater
has denied the motion directing the receivers to appeal to
the Supreme Court from the decision of Judge Ralph C.
Kauffman, who found ths Seattle, Renton & Southern Rail-
way hopelessly insolvent.

Southern Iowa Railway & Light Company, Albia, Iowa. —
The sale of the property of the Southern Iowa Railway &
Light Company under foreclosure which was postponed
from Dec. 18, 1915, was held on Jan. 20. The purchaser was
Charles Smallwood, representing the eastern bondholders.

United Railroads, San Francisco, Cal. — In a statement
which he issued on Jan. 31, Charles N. Black, vice-president
and general manager of the United Railroads, said: "Our
receipts for January, 1916, show an enormous decrease
as compared with the same month for the last four years.
Our maintenance charges have been reduced to a minimum,
and the only possible saving in operating expenses lies in
the curtailment of service. If this is found to be necessary
it will be entirely due to the unregulated competition of the
jitney buses. I desire to impress upon every man in the
service of the company with all the force in my power the
seriousness of the present situation, and I appeal to every
one of you to help solve the problem."

United Railways & Electric Company, Baltimore, Md. —
The directors of the United Railways & Electric Company
have authorized an issue of $2,750,000 of five-year 5 per
cent notes subject to approval by the Public Service Com-
mission. The proceeds of the issue are intended to take
care of all the larger financing of the company for the
next five years, including the payment and retirement of
$500,000 of Baltimore, Catonsville & Ellicott's Mills first
mortgage 5 per cent bonds, due on July 1, 1916, and $1,000,-
000 of two-year 5 per cent notes due on June 1, 1916. As
the company has no floating debt the sale after payment of

334

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 7

the bonds and notes will leave the company with the pro-
ceeds of $1,250,000 in notes to take care of improvements.
The Safe Deposit & Trust Company will be the trustee, and
the principle and interest of the notes will be payable at
the banking house of Alexander Brown & Son, fiscal agents
for the company. The notes will be dated Feb. 1, 1916, and
will mature on Feb. 1, 1921, but will be redeemable in part
or whole at any time upon thirty days' notice at 101 and
interest. They will be in the denomination of $1,000.
M. Ernest Jenkins, Baltimore, has been elected a director
of the company to succeed H. Crawford Black, resigned,
and J. E. Aldred, who is chairman of the board of the Con-
solidated Gas, Electric Light & Power Company and the
Pennsylvania Water & Power Company, has been elected a
member of the executive committee to succeed Mr. Black.

DIVIDENDS DECLARED

Boston (Mass.) Elevated Railway, quarterly, 1V2 per cent.

Detroit (Mich.) United Railway, quarterly, iy2 per cent.

Duluth-Superior Traction Company, Duluth, Minn., quar-
terly, 1 per cent, preferred.

Pacific Gas & Electric Company, San Francisco, Cal.,
quarterly, 1V2 per cent, original preferred; quarterly, 1%
per cent, first preferred.

ELECTRIC RAILWAY MONTHLY EARNINGS

BANGOR RAILWAY & ELECTRIC COMPANY, BANGOR, ME.

Net
Income

lm
1 "
12 "
12 "

Operating Operating Operating Fixed
Period Revenues Expenses Income Charges

Dec, '15 $67,306 *$34,478 $32,828 $17,606 $15,222

'14 65,509 *29,753 35,756 17,462 18,294

*15 788,832 *400,510 388,322 212,495 175 827

'14 777,752 *375,219 402,533 209,122 193,411

CHATTANOOGA RAILWAY & LIGHT COMPANY,
CHATTANOOGA, TENN.

lm., Dec, '15 $105,343 *$63,836 $41,507

1 " " '14 89,012 *66,141 22,871

12 15 1,087,344 *727,731 359,613

12 14 1,085,096 *699,723 385,373

$29,784 $11,723

29,337 t6,466

357,762 1,851

339,409 45,964

COLUMBUS RAILWAY, POWER & LIGHT COMPANY,
COLUMBUS, OHIO

lm., Dec, '15 $300,315 *$1G4,527 $135,788 $41,189 $94,599

1 14 278,561 *151,427 127,134 40,048 87,086

12 15 3,113,175 *1, 846, 437 1,266,738 476,281 790,457

12 14 3,006,298 *1, 886, 746 1,179,552 479,460 700,092

COMMONWEALTH POWER, RAILWAY & LIGHT COMPANY.
GRAND RAPIDS, MICH.

lm., Dec, '15 $1,475,889 *$760,857 $715,032 $405,890 $309,142

1 14 1,341,385 *666,266 675,119 372,263 302,856

12 15 14,590,124 *7, 788, 455 6,801,669 4,506,082 2,295,587

12 14 14,006,484 *7, 549, 898 6,456,586 4,212,852 2,243,734

CUMBERLAND COUNTY POWER & LIGHT COMPANY,
PORTLAND, ME.

lm., Dec, '15 $224,254 *$139,223 $85,031 $65,706 $19,325

1 14 203,510 *124,269 79,241 62,523 16,718

12 15 2,636,364 •1,505,787 1,130,577 792,414 338,163

12 14 2,513,620 *1, 457, 020 1,056,600 758,859 297,741

EAST ST. LOUIS & SUBURBAN COMPANY,
EAST ST. LOUIS, ILL.

lm.

1 "
12 "
12 "

Dec,

'15 $238,667 *$141,274 $97,393 $62,982 $34,411

'14 215,997 *108,S60 105,137 71,748 33,389

'15 2,466,969 *1, 473, 592 993,377 756,315 237,062

'14 2,623,827 *1, 616, 214 1,007,613 701,949 305,664

GRAND RAPIDS (MICH.) RAILWAY

lm., Dec,

1 "
12"
12 "

'15
'14
'15
'14

$112,010
125,913
1,176,450
1,286,568

•$74,316
•64,732
♦832,799
•829,637

$37,694
61,181
343,651
456,931

$12,475 $25,219

12,162 49,019

165,187 178,464

161,778 295,153

LEWISTON, AUGUSTA & WATER VILLE STREET RAILWAY,
LEWISTON, ME.

lm.

1 "
12 "
12 "

lm.,
1 "
12 "
12 "

Dec,

'15
'14
'15
'14

$57,929
50,073
737, S50
676,922

*$40,8S9
•38,657
•475,422
•467,809

$17,040
11,416
262,428
209,113

$15,942 $1,098

15,634 f4,218

189,839 72,589

186,417 22,696

NASHVILLE RAILWAY & LIGHT COMPANY,
NASHVILLE, TENN.

Dec, '15 $204,364 *$116,881 $87,483

•14 197,278 *U1,055 86,223

•15 2,143,903 *1, 318, 834 825,069

'14 2,240,308 *1, 353, 732 886,576

$42,946 $44,537

31,079 55,144

510,587 314,482

499,671 386,905

PORTLAND RAILWAY, LIGHT & POWER COMPANY,
PORTLAND, ORE.

lm., Dec, '15 $482,938 »$255,2S0 $277,658 $182,824 $44,834

1 14 514,493 $255,483 259,010 182,974 76,036

12 15 5,511,345 *3, 073, 628 2,437,717 2,208,356 229,361

12 14 6,273,171 *3, 263, 883 3,009,288 2,172,678 836,610

Traffic and Transportation

NOT ALL BUS COMPETITION UNJUST

Commission Allows Motor Bus Operation for Through
Routes — Cannot Carry Local Passengers
Between City Points

The Public Service Commission for the Second District
of New York on Feb. 4, upon an opinion by Commissioner
Devoe P. Hodson, holds in effect that where a bus line op-
erates partly within and partly without a city, the public
convenience and necessity sought to be satisfied by such
operation must be considered by the commission to include
the territory outside the city as well as that inside, though
the statute as it at present stands limits the authority of
the commission over the operation of bus lines to cities.

LeRoy D. Becraft asked for approval of a bus route
through the streets of Corning and continuing outside the
city to the village of Painted Post. James F. Adams sub-
mitted a similar application for a route to the New York
Central shops outside of Corning. The commission has
approved both routes over the objection of the Corning &
Painted Post Street Railroad, though it exacts the condi-
tion that neither line shall carry local passengers from
point to point within the city.

These two cases were heard and decided together and
Commissioner Hodson says that the convenience and neces-
sity which are sought to be satisfied in these cases are not
confined to the residents of Corning alone, but relate also
to the public generally, in so far as the through routes
of the petitioners are required for continuous transporta-
tion into and through the city, and that the limitation of
the present law to the streets of the city does not preclude
the consideration of proposed routes in their entirety. This
is particularly so as in the present case, where it is made
to appear that suburban travel over a part of the line is
not properly accommodated unless the same can be con-
tinued over the city streets.

Of the objection of the electric railway that the granting
of the certificate would interfere with its rights as an
already established common carrier, Commissioner Hodson
says that though it is the function of the commission to
prevent to the full extent of its powers all unjust competi-
tion with, and unfair assaults upon, the business and in-
vested capital of a public service corporation, yet this rule
cannot be so extensive in its operation that all competition
shall be considered unjust, or that for one to engage in a
perfectly legitimate undertaking shall be considered as in-
vading the vested rights of another public utility.

•Includes taxes. fDeflcit.

SEDALIA SOLICITS TRACTION BUSINESS

Gas and Electric Canvassing Methods Utilized to Increase
Street Railway Usage

The City Light & Traction Company, Sedalia, Mo., oper-
ated by Henry L. Doherty & Company, has started a novel
movement in soliciting street railway business by means
of a house to house canvass. This practice has long been
in use by gas and electric companies for the purpose of
securing both good-will and additional business, but this is
thought to be the first case of the kind where it has been
used by a railway. Harry D. Frueauff, general manager,
in a recent letter describes the plan as follows:

"We have started on a new stunt which we trust will pro-
duce results. It is a house to house canvass on the traction
department. We have prepared some blotters giving the
time-table of the cars as the calling card for our solicitor
and as a means of opening up a conversation. His efforts
will be devoted to finding out in what way the street car
schedules or conditions do not meet the views of the patrons.
He will also make a special effort among the laboring class
to have them lay aside a certain amount each pay day to
be invested in tickets. His time will be spent in outlying
districts from which we get our travel.

February 12, 1916] ELECTRIC RAILWAY JOURNAL

335

"I think the plan will work out satisfactorily, for I know
we have always made friends and customers for the gas
and electric departments by canvassing and finding out the
causes of complaints and then showing patrons that we
are interested in correcting them. I see no reason why
this should not work out to advantage in the traction de-
partment. We have found that many laboring people buy
a few tickets at pay day and when these are gone they
walk. I am hopeful that we can get them to invest more by
calling to their attention the saving to be made."

Accident in Ohio. — A collision between a passenger car
and a freight car on the Youngstown & Southern Railway
just south of Youngstown, on Feb. 3, resulted in the injury
of about twenty people.

Bay State Fare Hearings Resumed. — The Massachusetts
Public Service Commission gave a continued hearing in the
Bay State Street Railway fare case on Feb. 8. The entire
day was devoted to the presentation of financial and en-
gineering evidence supplementing testimony already heard.
A resume of the proceedings, which included an exhaustive
study of the cost of rush-hour service, will be printed in a
later issue.

Skip-Stop Recommended for Dallas. — The use of the skip-
stop system in the business district has been recommended
by Prof. E. W. Bemis, employed by the city of Dallas, Tex.,
to report on means for relieving traffic congestion. The
Dallas Consolidated Electric Street Railway and the North-
ern Texas Traction Company have both expressed their
willingness to adopt this practice if the city officials ap-
prove it.

Hearing on One-Man Car Operation. — Bentley W. War-
ren, Boston, counsel for the Massachusetts Street Railway
Association, appeared before the legislative committee on
street railways, on Feb. 3, in support of a bill to allow
street railways to operate one-man cars, subject to the ap-
proval of the Public Service Commission. Mr. Warren
stated that operation in accordance with the provisions of
the bill would reduce operating costs in sparsely settled dis-
tricts.

Accident Fakers Indicted. — The grand jury of Jackson
County, Mo., recently returned indictments against four
persons on the charge of making fake claims against the
Metropolitan Street Railway, Kansas City, for damages.
Two of the indicted persons were women, who had alleged
that they had been injured, and had settled with the claim
agent. One of those indicted was the lawyer who worked
up the case; the other a man who testified to the grand
jury that he had seen the women while they were lying in-
jured on the street after the accident.

Portland Jitney Ordinance Enforceable. — The new jitney
ordinance in Portland, Ore., is now enforceable. The man-
date of the Supreme Court, in which the jitney ordinance
was held valid, has been filed in the Circuit Court, and the
judgment of the upper court has been made the judgment
of the lower court and enforcement has been started. It is
reported that up to Jan. 21 ninety-six jitney drivers ap-
peared before Jitney Inspector Gill for permits. Of this
number, forty machines were found safe and the drivers
capable. The others will be re-examined as soon as certain
defects are corrected.

Strip Ticket Order in Trenton Affirmed. — Judge Buffing-
ton has filed an opinion in the United States Appellate
Court affirming the decision of the New Jersey District
Court, which refused to grant the application of the Tren-
ton & Mercer County Traction Corporation, Trenton, N. J.,
for a preliminary injunction to restrain the Board of Pub-
lic Utility Commissioners from enforcing an order for the
continued sale of the six tickets for 25 cents. The case will
again be before the court on final hearing. The history of
this case was reviewed briefly in the Electric Railway
Journal of Dec. 18, 1915, page 1236, and Dec. 25, 1915,
page 1258.

One-Man Cars Likely in Seattle. — The Puget Sound Trac-
tion, Light & Power Company, Seattle, Wash., has ad-
dressed a communication to the Public Service Commission
relative to the establishment of one-man cars on some of
the lines in Seattle. Commission members have not stated
what their attitude will be in the matter, but have inti-

mated that a thorough investigation will be made at an
early date. The establishment of a one-man car service on
one of the lines in Olympia was followed by a formal com-
plaint to the commission. The result was that two men
were placed back on the cars, pending an investigation.

Fifteen Per Cent Increase in Speed in Cleveland With
Skip Stop. — In its pamphlet report for the year ended Dec.
31, 1915, the Cleveland (Ohio) Railway said in regard to the
skip stop: "With the co-operation of Mr. Witt — indeed, on
his initiative — a so-called skip-stop system has been put
into effect on substantially all the lines of the company.
Its adoption has resulted in a very material decrease in
operating cost per car-mile. The average speed of our
cars in 1911 was 9.6 miles in the base-table hours, 9.6
miles in the rush hours and 9.6 miles at night. In 1915 the
average speed was 11 miles in the base-table hours, 10.2
miles in the rush hours and 11.5 miles at night. This is an
increase of nearly 15 per cent." Mr. Witt was street rail-
way commissioner of Cleveland, but relinquished his office
on Dec. 31.

Petitions for 6-Cent Fare in Rhode Island. — A petition
has been filed with the Rhode Island Public Utilities Board
by the Bay State Street Railway, Boston, Mass., asking for
authority to increase fares to 6 cents on all the lines of the
road in the former State. In its petition the company states
that its financial condition demands an increase in fares,
and in the general lines of reasoning the company's request
follows the petition now before the Massachusetts Public
Service Commission. It is proposed to readjust all existing
fares and to nullify all reduced-rate tickets other than those
sold to school children. The principal city affected will be
Newport, the interurban fare from Newport to Fall River
being increased from 25 cents to 30 cents by the proposed
tariff. The company desires to place the new rates in effect
on March 6, 1916, but a number of public hearings will be
required before that time.

Longport Demands Cars or Jitneys from Atlantic City. —
The City Commissioners of Atlantic City, N. J., a pro-
jitney body, disposed of one phase of Atlantic City's trol-
ley-jitney problem when they refused to bond, route and
otherwise regulate the licensed jitneys in that city to afford
the Atlantic City & Shore Railway some form of serious
protection. Disconcerting evidence of that developed re-
cently when Longport at the lower end of the Island, ap-
pealed to the City Commission to do something to save
that resort from disastrous consequences of Atlantic City's
pro-jitney policy. Longport's board of rulers sent to the
Atlantic City Commission resolutions charging that the
failure of the latter to regulate there has forced the At-
lantic City & Shore Railway to limit and curtail its service
to Ventnor, Margate and Longport, greatly inconveniencing
inhabitants. The Longport authorities ask that Atlantic
City take immediate steps whereby the electric railway
may be able to mantain adequate service to the lower beach.

Further Advertising of Louisville's Suburban Lines. — By
means of display advertisements and reading notices in-
serted in the Louisville newspapers, the Louisville & South-
ern Indiana Railway and the Louisville & Northern Rail-
way & Light Company are endeavoring to stimulate inci-
dental or tourist travel in the winter months. "Loop the
Loop for Sight-Seeing" is one of the catchy phrases used,
while the companies' standing slogan, "Take the Big Red
Car," is also in evidence. As noted some time ago, when
the Ohio River was at flood stage, the companies carried
such advertising. Now, however, the scenic possibilities of
the loop trip are emphasized in the reading notices also.
These refer to the view from the top of Silver Hills, to the
new waterworks under construction, to the Howard ship
yards where oxen are still used in moving timbers, to the
Government's quartermaster's depot and to the various
manufacturing plants and points of interest which are to
be reached readily from the lines of the companies. In
each case directions are given as to taking the cars and the
time of leaving the station.

Mayor Cited for Contempt in Jitney Case. — Counsel for
the jitney men of Houston, Tex., have filed a petition with
Judge William Masterson of the Fifty-fifth District Court
asking that Mayor Ben Campbell and the City Commis-
sioners be cited for contempt of court for alleged violation
of the court's orders in the original jitney suit. Judge Mas-

336

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 7

terson, in the suit of Steve McCormack, et al., vs. Mayor
Ben Campbell et al., in the spring of 1915, held that the city
ordinance then in force, requiring a $10,000 bond, was un-
constitutional, as jitneys could not be made insurers of pas-
sengers. At that time the city agreed to change the ordi-
nance to eliminate this feature. Now by requiring a
$2,500 bond in the latest ordinance counsel for the jitney-
men declare the city is violating the letter of Judge Mas-
terson's order. The court is asked to enter the judgment
"now for then," in which case the bond feature of the pres-
ent ordinance would be eliminated, meanwhile the tem-
porary injunction granted in the case of G. W. Beardsley
et al., against the city still stands, pending a decision of
the Supreme Court in the San Antonio jitney case.

Louisville "Jim Crow" Measure Reported. — The "Jim
Crow" bill, fathered by Senator Knight of Louisville, has
been favorably reported by committees to both House and
Senate of the Legislature, amended, however, so as to make
it apply only to Louisville, "cities of the first class." Since
the introduction of the measure conductors of the Louis-
ville Railway have been taking a census of their passen-
gers. The reports show that there is no uniformity of ratio
in the travel, the same cars at different stages of their
routes being occupied first by a majority of one and then
by a majority of the other race. There is equal diversity
of proportions at various hours of the day. This promises,
it is stated, to make the provision of the bill requiring the
conductor to change the dividing line to separate the whites
and blacks, as conditions require, a constant cause of fric-
tion. There is much opposition to the bill in Louisville.

Springfield Service Improvements. — C. V. Wood, presi-
dent of the Springfield (Mass.) Street Railway, has an-
nounced that before March 1 a number of important
changes in car routeing will be placed in effect in the
business district to relieve congestion on Main Street and
provide additional facilities for rapid transit. Five routes
will be diverted from Main to Dwight Street, a parallel
thoroughfare to the eastward, and in the evening rush
hour forty extra cars will be run via Dwight Street, besides
fifty-seven extras on Main Street. At present ninety-
seven extra cars are operated on Main Street in this pe-
riod, only five extras being run through Dwight Street.
Between 5 and 6 p. m. at present 130 regular cars are
operated through Main Street and twelve through Dwight
Street. Under the new schedule 110 regular cars will be
operated through Main Street and forty through Dwight,
making an increase of eight regular cars on the two
streets. Other minor changes in routeing will be adopted.
Prof. Albert S. Richey of the Worcester Polytechnic In-
stitute has been in consultation with the company's of-
ficials relative to the redistribution of traffic. A new type
of transfer designed by Robert E. Cosgrove, freight and
passenger agent, will shortly be placed in use at Spring-
field.

Modification of Car Flash Signal. — The Public Service
Commission of the Second District of New York, after a
long test of an experimental signal system prescribed to it
for the Schnectady-Albany cars in response to the complaint
of the Colonie Improvement Association and others, has
agreed to the modification of the system. A year ago, upon
complaint of residents of Colonie that the Schenectady cars
would pass persons desirous of boarding them at stations,
the commission ordered the company to equip part of its
line with a signal light which could be operated by the pros-
pective passenger from the station and which would show
some distance up the track. It also ordered that the light-
ing facilities at the stations be improved. The operatives
of the railway, under the supervision of the commission's
experts, now report that the signal light and the lights for
illumination at the station have proved confusing. They
assert that the new lights for illumination at the stations
are of sufficient brilliance readily to reveal persons waiting
for the cars, and that furthermore these lights have been
equipped with a switch, accessible to the person waiting,
with which the lights can be turned on and off to signal a
car to stop. In view of all these circumstances the commis-
sion has permitted the railway to discontinue its experi-
ments with the signal lights ordered last spring, as it con-
siders the facilities now installed ample to assure the stop-
ping of any car at any station.

Personal Mention

Mr. C. W. Blackington has been appointed general fore-
man of the Memphis (Tenn.) Street Railway.

Mr. George W. Wilson, treasurer of the International
Railway, Buffalo, N. Y., has been elected secretary of the
company, to succeed Mr. John A. McKenna, resigned.

Mr. F. T. Leversuch has resigned as general manager of
the London & Port Stanley Railway, the London-owned
hydro-radial line running between London and Port Stan-
ley, Ont.

Mr. John A. McKenna, secretary of the International
Railway, Buffalo, N. Y., has resigned to accept the position
of secretary of the United Gas & Electric Corporation, New
York City.

Mr. Charles D. Bell has resigned as secretary, superin-
tendent and chief engineer of the Arkansas Valley Inter-
urban Railway, Wichita, Kan., to engage in business for
himself in that city.

Mr. D. P. Abercrombie, Jr., who has been secretary and
treasurer of the Connecticut Valley Street Railway, Green-
field, Mass., has been elected vice-president and general
manager of the company.

Mr. A. D. McWhorter, master mechanic of the Memphis
(Tenn.) Street Railway, has also been made superintendent
of overhead lines, taking over in part the work of E. D.
Martinez, electrical engineer, deceased.

Mr. C. Elmer Bown has been selected by the finance
committee of the City Council of Pittsburgh, Pa., as street
railway expert to assist in deliberating upon the transit
situation in that city. Mr. Bown is a lawyer by profession.

Mr. J. J. Dempsey, superintendent of transportation of
the New York Consolidated Railroad, Brooklyn Rapid Tran-
sit System, and president of the New York Electric Rail-
way Association, has been elected a director of the com-
pany.

Mr. Charles W. Hazelton has been elected president of
the Connecticut Valley Street Railway, Greenfield, Mass.,
to succeed Gen. F. E. Pierce, resigned. Mr. Hazelton is
a director of the Turners Falls Power Company and the
Crocker National Bank, Turners Falls, and is at the head
of a manufacturing business in Montague City.

Mr. J. E. Aldred, chairman of the boards of Consolidated
Gas, Electric Light & Power Company and Pennsylvania
Water & Power Company, has been elected a member of the
executive committee of the United Railways & Electric
Company, Baltimore, Md., to succeed Mr. H. Crawford
Black, who recently resigned as a director of the company.

Mr. Ralph M. Henderson, until recently manager of the
Albuquerque (N. M.) Traction Company, has assumed the
position of general manager for the New Mexican Com-
pany, succeeding Mr. R. P. March. Previous to his recent
position in Albuquerque Mr. Henderson was for years con-
nected with newspapers in Albuquerque, El Paso and other
cities in the Southwest.

Mr. Allan F. Edwards, vice-president in charge of pur-
chases of the Detroit (Mich.) United Railway, to which
position he was appointed in 1913 by the management, was
formally elected vice-president of the company by the board
of directors at the recent annual meeting. His duties as
treasurer and head of the purchasing department have not
been changed, but his title now is vice-president and treas-
urer. A portrait and a biography of Mr. Edwards were
published in the Electric Railway Journal of Oct. 25,
1913.

Gen. F. E. Pierce has resigned as president of the Con-
necticut Valley Street Railway, Greenfield, Mass. General
Pierce has long been prominent in public life. He was con-
nected with the First National Bank, Greenfield, for eleven
years, and was postmaster of Greenfield for twenty years.
He had been president of the Connecticut Valley Street
Railway since its organization. He served in the Massa-

February 12, 1916] ELECTRIC RAILWAY JOURNAL

337

chusetts Militia for more than twenty-five years, retiring
about two years ago with the rank of Major-General.
During the Spanish-American War he commanded Company
L, of the Second Regiment, and participated in the battles
of El Caney, San Juan and Santiago de Cuba.

Mr. Travis H. Whitney, secretary of the Public Service
Commission for the First District of New York and just
appointed by Governor Whitman to be a member of the
commission, was tendered a complimentary luncheon on
Feb. 3. Fourteen of a party sat down at table, and Chair-
man Oscar S. Straus attended. The toastmaster was Mr.
George S. Coleman, counsel of the commission. Chairman
Straus made a short address, in which he spoke most highly
of Mr. Whitney's ability and character, and said he was
glad to welcome him to the commissionership. Mr. Whit-
ney was addressed by each of the guests in turn, all of
whom have been closely associated with him in his work.
At the close he expressed his appreciation in a few words.

Mr. A. J. Bemis, Chicago, will hereafter make his head-
quarters in St. Cloud, in charge of the A. G. Whitney in-
terests, as general manager of the St. Cloud Public Serv-
ice Company, the Union Power Company and the Light &
Power Company of St. Cloud, Minn. The St. Cloud Public
Service Company embraces the electric, gas and street
railway enterprises in St. Cloud, Sauk Rapids and Waite
Park. The other two companies operate in about twenty
other towns, including Brainerd, Annandale, Paynesville,
Cokato, Maple Lake, Dassel, Howard Lake, Eden Valley,
Watkins, Kimball, Waverly, Rockville, St. Joseph, Rich-
mond and Cold Springs. Additions to the hydroelectric
plant of the company are contemplated, which may mean
the construction of an additional power house on the Mis-
sissippi River. Mr. Bemis will retain his connection with
the Vicksburg Light & Traction Company at Vicksburg,
Miss., and the Mineral Point (Wis.) Public Service Com-
pany, and will continue to act as consulting engineer with
the various banking interests with which he has been as-
sociated.

Mr. Philip J. Kealy, who has been serving as the com-
pany's representative on the board of control provided for
by the new franchise granted to the Metropolitan Street
Railway, Kansas City, Mo., has been elected president of
the successor company, the Kansas City Railways, to suc-
ceed Mr. John M. Egan, who assumed the presidency of
the company in 1910 with the understanding that he should
be permitted to retire upon the completion of the rehabili-
tation. Mr. Kealy was born in Bloomington, 111., on July 2,
1884. He was educated at the Lewis Institute and the Uni-
versity of Illinois, and was then engaged by the Board of
Supervising Engineers, Chicago Traction, and in the ca-
pacity of field engineer made the survey for most of the
crossings on the north and west sides of the city. From
1907 to 1914 he was in the service of Mr. Bion J. Arnold
and took part in much of the important valuation work
undertaken by Mr. Arnold, including the valuation of the
property of the Chicago Consolidated Traction Company,
and had a prominent part in the preparation of the Chi-
cago traction report. He was assistant in charge of the
valuation of the Seattle (Wash.) Electric Company, the In-
ternational Traction Company, Buffalo, N. Y., the Chicago
Suburban Railway, the Chicago (111.) Suburban Railway,
the Toronto (Ont.) Railway, the Chicago Telephone Com-
pany, and the Metropolitan Street Railway, Kansas City.
In 1912 he prepared in connection with the reorganization
of the International Traction Company, Buffalo, N. Y., an
analysis of the company's capital expenditures for the pre-
vious eleven years which was approved in toto by the Pub-
lic Service Commission for the Second District of New
York. His work as Mr. Arnold's assistant in the valua-
tion of the property of the Metropolitan Street Railway,
Kansas City, began in 1912 and upon its completion he was
retained as engineering adviser to the receivers in the
franchise negotiations that followed, being with Mr. L. R.
Ash, city engineer of Kansas City, author of the Kealy-
Ash plan of settlement. He was subsequently named as the
company's representative on the board of control provided
for in the new grant. The Metropolitan Street Railway
operates 263 miles of line in Kansas City, Mo., and in Kan-
sas City, Kan., and Mr. Kealy is the youngest president of

Photo bp Gilbert & Bacon

W. S. TWINING

so extensive a property in the United States. It is an-
nounced that in addition to president of the company he
will continue as its representative on the board of control.
A portrait of Mr. Kealy was published in the Electric
Railway Journal of Feb. 5, page 267, in connection with
the address "What Constitutes Utility Values?" made at
the mid-year meeting of the American Electric Railway
Association in Chicago on Feb. 4.

Mr. William S. Twining has been appointed director of
the department of city transit of Philadelphia, Pa., by
Mayor Smith of that city to succeed Mr. A. Merritt Taylor,

resigned. Since 1910, when
he resigned as chief engi-
neer of the Philadelphia
Rapid Transit Company,
Mr. Twining has been con-
nected with Ford, Bacon &
Davis, New York City, on
important work on heavy
electric traction and power
development in the neigh-
borhood of large cities, and
for more than two and one-
half years he has been,
through his connection with
Ford, Bacon & Davis, con-
sulting engineer to the de-
partment of city transit of
Philadelphia. Mr. Twining
was chief engineer of the
Philadelphia Rapid Transit
Company and of its predecessor, the Union Traction Com-
pany of Philadelphia, from the time of the organization of
the latter company in 1895 until 1910, and is one of the
best-known electrical and mechanical engineers in this coun-
try. It was under his direction and supervision that the
Market Street subway and the elevated railway in Phila-
delphia were built. Mr. Twining was born on Feb. 20, 1865,
and was graduated from Allegheny College with the de-
gree of C. E. in 1887. He acted as instructor in physics and
engineering in Allegheny College for three years following
his graduation and then entered the employ of the railway
engineering department of the Thomson-Houston Company,
Boston, Mass., for which he had charge of electric railway
construction in Indianapolis and Toledo. In the latter part
of 1891 he assisted in equipping the Harlem Bridge, Mor-
risania & Fordham Railway, now a part of the Union Rail-
way, New York City, with electricity, and in the following
year was one of the engineers in charge of the electrical
equipment of the Atlantic Avenue Railway, now a part of
the Brooklyn (N. Y.) Rapid Transit System. In 1893 he
was appointed assistant to the chief engineer of the Peo-
ple's Traction Company, Philadelphia, and while connected
with that road was largely responsible for the design of the
Delaware Avenue power station. Mr. Twining is a mem-
ber of the American Society of Mechanical Engineers,
American Institute of Electrical Engineers, American So-
ciety of Civil Engineers, Franklin Institute of Philadelphia
and the American Electric Railway Association. Mayor
Smith in commenting on the appointment said: "Mr. Twin-
ing has been engaged with Mr. Taylor in the present tran-
sit plans, and virtually is a part of the department of city
transit. Mr. Taylor was among those who recommended
Mr. Twining. I consider him the ablest man I could get
for the place. So far as his politics is concerned, I do not
know whether he is Republican, Democrat or mugwump."

OBITUARY

G. G. Sutherland, vice-president of the Arkansas North-
western Railroad, is dead.

E. I). Martinez, electrical engineer of the Memphis
(Tenn.) Street Railway, is dead.

Howard A. Foushee, vice-president and counsel and one
of the organizers of the Durham (N. C.) Traction Company,
operated by Henry L. Doherty & Company, died at his home
in that city on Jan. 31. Mr. Foushee was born in Roxboro,
N. C, forty-seven years ago, but has been a resident of Dur-
ham for twenty-three years. He was a well-known lawyer
and for several years was a judge of the district bench.

338

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 7

Construction News

Construction News Notes are classified under each head-
ing alphabetically by States.

An asterisk (*) indicates a project not previously
reported.

RECENT INCORPORATIONS

Citizens Railway Company, Clarksville, Tenn. — In-
corporated in Tennessee to take over the Clarksville & Dun-
bar Cave Railway. Capital stock, $5,000. Incorporators:
M. L. Cross, W. E. Beach, W. A. Chambers, John J. Conroy
and C. W. Bailey.

FRANCHISES

Martinez, Cal. — The Martinez & Concord Interurban Rail-
way has asked the Council for a franchise to construct a line
in Martinez in connection with its proposed line from Mar-
tinez to Concord. Bids for the franchise will be received
by the Town Clerk until March 6. [Jan. 15, '16.]

♦Atlanta, Ga. — The Federal Construction Company, At-
lanta, will ask the Council for a franchise to build a line be-
ginning on Williams Street at the city limits to Merritts
Avenue, on Merritts Avenue to Orme Street, on Orme Street
to West Cain Street, on West Cain Street to Bartow Street,
on Bartow Street to Nassau Street, on Nassau Street to
Spring Street and on Spring Street to either Walton or
Marietta Streets, Atlanta. The company proposes to build
a line from Atlanta to Creighton, via Roswell, Alpharetta
and Cumming, 50 miles. It is the purpose of the Federal
Construction Company to assign and transfer its franchise
to the Atlanta & North Georgia Railroad, which was char-
tered two years ago, and which is now being organized.

Brooklyn, N. Y. — Mayor Mitchel has approved the fran-
chises requested by the Brooklyn Rapid Transit Company
for its proposed Metropolitan Avenue line, the Fresh Pond
Road extension and the Eighth Avenue line. The fran-
chise for the Atlantic Avenue line has not as yet been
approved.

Buffalo, N. Y. — Attorneys Adolph Rebadow and Carleton
E. Ladd have asked the Public Service Commission for the
Second District of New York for its approval of the transfer
of the franchises owned by the defunct Buffalo & Susque-
hanna Railroad to the Wellsville & Buffalo Railroad. The
attorneys represent C. A. Finnegan, who purchased the Buf-
falo & Susquehanna Railroad. [Dec. 18, '15.]

Little Falls, N. Y.— The Little Falls & Johnstown Elec-
tric Railway has asked the Legislature for a five-year ex-
tension of time on its franchise to construct its proposed
line from Little Falls to Johnstown.

New York City. — The Hudson & Manhattan Railroad has
asked the Public Service Commission for the First District
of New York for permission to abandon that part of its
franchise which calls upon it to construct a spur from its
main tracks to connect with the Interborough subway at
Ninth Street. The company has also asked for an exten-
sion of two years on its franchise to extend its line from
Thirty-sixth Street up Sixth Avenue and under Forty-
second Street to the Grand Central Station.

*San Angelo, Tex. — It is reported that the Interstate
Electric Company of New York has asked the Council for a
franchise to construct a line in San Angelo, and that such
a franchise will soon be submitted to the voters. E. A.
Fitkin, president.

TRACK AND ROADWAY

Birmingham Railway, Light & Power Company, Birming-
ham, Ala. — A tentative proposition has been made to the
city of Birmingham by J. S. Pevear, president of the Bir-
mingham Railway, Light & Power Company, to construct
a line from Birmingham to Warrior River, about 20 miles.
Such a line is being advocated by M. W. Brush, president
of the Chamber of Commerce, and others. It is estimated
that the line would cost about $300,000.

Pacific Electric Railway, Los Angeles, Cal. — Recent flood
waters near Newport washed out over 1000 ft. of track of
the Southern Pacific Company and the Pacific Electric Rail-
way. The damage is estimated at from $15,000 to $20,000.
A railroad bridge was also washed out, the loss being
from $10,000 to $20,000.

*San Francisco, Cal. — A suggestion that the city consider
a plan for an electric line to the Union Iron Works and
the Hunters Point district has been made to the engineer-
ing department by Alexander Russell and J. M. Kepner,
representing the Chamber of Commerce.

Capital Traction Company, Washington, D. C. — With a
view to establishing a more flexible service over its Penn-
sylvania Avenue and Fourteenth Street lines the Capital
Traction Company has applied to the Public Utilities Com-
mission for authority to construct a terminal loop around
G. A. R. statue, at the intersection of Seventh Street,
Louisiana Avenue and C Street Northwest. Certain cars
moving east over Pennsylvania Avenue would use this point
as a terminal, and the arrangement, it is stated, probably
could be utilized for speeding up the headway during rush
hours if necessary.

Jacksonville (Fla.) Traction Company. — A committee of
three has been appointed by the Board of County Commis-
sioners to co-operate with the City Commissioners relative
to the construction of an extension by the Jacksonville
Traction Company of its line from the present terminus
at Ortega to the camp grounds at Black Point.

Macon & Birmingham Railway, Macon, Ga. — Double daily
electric passenger train service between Macon and La-
Grange has been inaugurated by this company, trains de-
parting from and arriving at the Macon Union Station.

Lewiston-Clarkston Transit Company, Lewiston, Idaho.
— Officials of this company have announced that the con-
struction of the East Lewiston extension will be .begun
about Feb. 15. The company plans to extend the line to
Delsol Park and the Fair Grounds, and, if possible, service
to the park will be provided before summer. It is stated
that arrangements are being made for new cars to be
used on the extension as soon as it is built.

Tri-City Railway Company, Moline, 111. — The Greater
Moline committee will ask this company to build a line
from Fourth Street, Moline, 111., across the proposed Fif-
teenth Street bridge to the Rock Island arsenal.

Wichita Railroad & Light Company, Wichita, Kan. — This
company has agreed to double track its line from the
Douglas Avenue bridge west to Seneca Street and pave the
tracks.

Cumberland & Manchester Railroad, Barbourville, Ky. —

It is reported that this company, which is constructing a
line between Barbourville and Manchester, may extend the
line to Beattyville. M. E. S. Posey, Barbourville, chief
engineer. [Dec. 25, '15.]

Idlewylde Park Railway, Baltimore, Md. — About two-
thirds of this company's line from York Road to Idlewylde
Park has been completed and it is expected that operation
will be begun by March 1. [Sept. 18, '15.]

St. Paul Southern Electric Railway, St. Paul, Minn. —
This company will soon issue $1,200,000 in bonds to finance
the construction of an extension to Rochester.

Kansas City & Tiffany Springs Railway, Kansas City,
Mo. — A hearing has been set by the Public Utilities Com-
mission of Missouri on the application of the Kansas City
& Tiffany Springs Railway, which is planning to build north-
ward from Kansas City. It is likely that the matter of
authority to purchase a small piece of track of the Quincy,
Omaha & Kansas City Railway, between Gower and Trim-
ble, may be taken up, although no definite negotiations
for such purchase are in progress. If this piece is bought,
it is said that the company may use it as part of an elec-
tric road to continue northward to Albany, and perhaps later
to the Iowa line, through a very rich farming district.
These plans do not involve entering St. Joseph.

Missouri & Kansas Interurban Railway, Kansas City, Mo.
— Plans are being perfected by this company for the con-
struction of a line from Olathe to Ottawa, 26 miles. The
proposed extension has been under advisement for the past
two years.

February 12, 1916] ELECTRIC RAILWAY JOURNAL

339

United Railways, St. Louis, Mo. — A trolley line, connect-
ing with the Laclede Avenue line of this company at Lac-
lede Avenue and Kings Highway and carrying passengers
to and from the art museum, bird cage, the lakes and
lagoons and the baseball, tennis and golf grounds in Forest
Park is one of several proposed park lines for which plans
and specifications are being prepared by President Kinsey
of the Board of Public Service. The estimated cost of the
line is $229,000. Mr. Kinsey is preparing a report giving
the estimated cost of each of the proposed lines which he
expects to submit to a committee appointed by Mayor Kiel
within the next two weeks. It is stated that the United
Railways is willing to construct the proposed line and
operate cars without charging an extra fare. A transfer
would be given passengers from the Laclede Avenue line.

Public Service Railway, Newark, N. J. — It is reported
that this company plans to build an extension of its line
to Port Newark Terminal. The company has been consid-
ering two routes, one an extension of the tracks in South
Street and the other a line from the Lincoln Highway to
Avenue R.

International Railway, Buffalo, N. Y. — This company
has purchased the ground in the Payne hill in North
Tonawanda and will use the earth to construct the fill
for the new four-track trolley line to be built between Buf-
falo and Niagara Falls. It is estimated the company will
get 395,000 cu. yd. of gravel and earth from the cut. The
company has also entered into an agreement with the
State authorities for permission to use all the dirt taken
from the Erie barge canal enlargement through Tona-
wanda and North Tonawanda.

Long Island Railroad, New York City. — The Public Serv-
ice Commission for the First District of New York has
ordered the elimination of eight dangerous grade crossings
on the Far Rockaway branch of this company's line. It
is estimated that the cost of the improvements will be
about $1,150,000, of which one-half will be paid by the com-
pany and one-quarter each by the State and city.

*Canton, Ohio. — Business men of Osnaburg and residents
on the road between Canton and Osnaburg are contem-
plating organizing and incorporating for the purpose of
securing franchises and eventually operating either a track-
less trolley system or an electric interurban line between
the two cities.

Lake Erie & Northern Railway, Brantford, Ont. — Oper-
ation has been begun by this company between Gait
and Brantford. The line connects with the Canadian Pacific
Railway main line at Gait. Work will be continued on the
overhead equipment from Brantford to Port Dover. The
track has been completed and it is expected trains will be
operating by spring.

Philadelphia, Pa. — The contract for the construction of
foundations for the elevated railway on Frankford Avenue
from Unity to Dyre Streets has been awarded by the de-
partment of city transit to Edwin H. Vare, Philadelphia, at
$23,870. The contract for the steel superstructure and ap-
purtenant work on Frankford Avenue from Unity to Dyre
Streets has been awarded to the American Bridge Com-
pany, Philadelphia, at $257,475. Awards on these contracts
have been delayed awaiting approval of plans by the Pub-
lic Service Commission of Pennsylvania. Bids for this
work were opened Dec. 7 and Dec. 14, respectively.

Schuylkill Electric Railway, Pottsville, Pa. — The work on
this company's line between Pottsville and Frackville is
progressing rapidly. At St. Clair a subway is being con-
structed for the new road where it will pass under the
Reading Railway. Track has been laid from Frackville to
New Castle.

Houston, Richmond & Western Traction Company,
Houston, Tex. — Construction will be begun on Feb. 20 be-
tween San Antonio and Seguin, the first section of this
company's proposed line from San Antonio to Houston. Elec-
tric power for operating the line will be developed by hydro-
electric plants to be constructed on the Guadalupe River. E.
Kennedy, president. [Jan. 15, '16.]

Laredo Electric & Railway Company, Laredo, Tex. —
Work has been begun by this company relocating its track
in Laredo. The track will penetrate the business section of
the city hereafter instead of passing down side streets.

Petersburg & Appomattox Railway, Petersburg, Va. —

Operation has been begun on this company's line from
Petersburg to Hopewell, 10% miles. T. M. Wortham, Rich-
mond, president. [Nov. 13, '15.]

Radford-Willis-Southern Railway, Radford, Va.— At a
recent meeting of the stockholders of this company, held
in Radford, the directors were instructed to have the charter
of the road amended to allow the extension of the line
from Willis to Mount Airy, N. C. The road, with the
addition, will extend from Radford through Montgomery,
Pulaski, Floyd, Carroll and Patrick Counties, Va., and Surry
County, N. C, to Mount Airy. No definite plans have
been made as yet for the building of the extension, and no
right-of-way has been secured. If the extension is built
the line will have a total length of about 75 miles. Three
miles of the road have been graded near Snowville. Williams
Brothers, Roanoke, are the contractors for the first section of
the road. At the same meeting the stockholders authorized
the issue of $300,000 in bonds to complete the first section
of the line. No provision has been made for the extension.
John L. Vaughan, Shawsville, president. [Aug. 21, '15.]

Green Bay & Eastern Railway, Manitowoc, Wis. — The
engineering contract for this company's proposed line from
Green Bay to Sheboygan via Manitowoc has been awarded
to the Western Engineering & Construction Company of
Milwaukee. [Jan. 15, '16.]

Sheboygan Railway & Electric Company, Sheboygan,
Wis. — Plans are being considered by this company for the
construction of an extension of its line from Elkhart
through Kiel and New Holstein to Chilton, 19 miles.

SHOPS AND BUILDINGS

Louisville (Ky.) Railway. — The company has put a large
piece of property at Seventeenth and Walnut Streets,
formerly the company's shops, on the market. There are
several brick buildings and half of the block is covered.

POWER HOUSES AND SUBSTATIONS

Interborough Rapid Transit Company, New York City. —

The Public Service Commission for the First District of
New York has requested the Interborough Rapid Transit
Company to make provision for supplying electric current
to the New York Municipal Railway Corporation for the
operation of its lines under the dual system contracts.
These contracts allow the New York Municipal Corporation
to purchase power for ten years after the new system is
placed in operation. The Interborough Rapid Transit Com-
pany will have power-house capacity to produce much more
current than it will need for the operation of its own sys-
tem, and the commission therefore suggests that it will
be a saving both to the companies and to the city if it
should allow the New York Municipal Railway Corporation
to purchase the needed power. In this connection the New
York Municipal Railway Corporation recently submitted
a proposal to the commission to purchase power from the
Transit Development Company at a flat rate of 1 cent per
kilowatt-hour. The commission disapproved this proposal
on the ground that the flat rate was too high. No reply
has been received up to the present time from the Inter-
borough Company.

Columbus Railway, Power & Light Company, Columbus,
Ohio. — This company has purchased a 6500-kw. turbo-gen-
erator of the Curtis type which will generate at 4150 volts
and will be installed in the Columbus power station. The
company will also build a new power line to South Colum-
bus which will cost approximately $70,000. This will be a
three-phase, part underground and part overhead, 13,300-
volt line, designed for a 5000-kw. load capacity. A new
railway substation is also being constructed in West Co-
lumbus which will contain a 500-kw. rotary converter, and
is designed to serve also as a switching station for the
power and light service. When this new substation is put
in service an old steam station will be shut down and dis-
mantled.

Lehigh Valley Transit Company, Allentown, Pa. — A con-
tract has been placed by this company with the Westing-
house Electric & Manufacturing Company for one 10,000-
kw., three-phase, 60-cycle, 13,200-volt steam turbine to be
installed in its Front Street generating station.

340

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 7

Manufactures and Supplies

ROLLING STOCK

Albany Southern Railroad, Rensselaer, N. Y., has ordered

two express cars.

Johnstown (Pa.) Passenger Railway will order shortly
ten new double-track cars.

Virginia Railway & Power Company, Richmond, Va., has
ordered four cars from the Southern Car Company.

Piedmont Railway & Electric Company, Burlington, N. C,
has ordered two cars from the Southern Car Company.

Corning & Painted Post Railway, Corning, N. Y., has
ordered four cars from the Southern Car Company.

Consolidated Street Railway, Cottonwood Falls, Kan.,
expects to purchase a gasoline or electric car during 1916.

New York State Railways (Syracuse Lines), Syracuse,
N. Y., are considering the purchase of fifteen or twenty-five
new steel cars.

Cumberland & Westernport Electric Railway, Cumber-
land, Md., is reported as expecting to purchase three in-
terurban cars.

Manhattan & Queens Traction Corporation, New York
City, noted in the Electric Railway Journal of Jan. 15,
1915, as expecting to purchase additional cars, has ordered
through H. L. Doherty & Company, New York, seven cars
from the Cincinnati Car Company. The order was placed
with the W. R. Kerschner Company, Eastern sales agent
for the carbuilder.

TRADE NOTES

Edmund F. Saxton has opened offices to conduct a gen-
eral consulting engineering practice at the Pennsylvania
Building, Philadelphia, Pa.

H. K. Porter, Southern sales agent for the U. S. Metal
& Manufacturing Company, Hurt Building, Atlanta, Ga.,
has resigned to accept a position with the Hyatt Roller
Bearing Company, Newark, N. J.

H. S. Norris, special sales agent for the U. S. Metal &
Manufacturing Company, New York City, has resigned
from that position, effective Feb. 15, to become manager of
railway sales for the C. A. Willey Company, railway paint
specialties, Long Island City, N. Y.

Midvale Steel & Ordnance Company, Philadelphia, Pa.,
has made an agreement to purchase the entire capital stock
of the Cambria Steel Company for a cash price of $81 a
iihare. Par value of the stock is $50 a share. As the Cam-
bria company has 900,000 shares outstanding, the purchase
will involve $72,900,000 in cash.

Trussed Concrete Steel Company, Detroit, Mich., on Jan.
25-28 held the first annual convention of its branch man-
agers at the main plant at Youngstown, Ohio. Representa-
tives gathered from every section of the country and also
from far distant countries, including Japan, Hawaii, South
America and Porto Rico, to co-operate in forming improved
methods which would render greater service to the clients
of the company. The general program of the convention
included business questions every morning and afternoon.
The opening address of Julius Kahn, president, was fol-
lowed by a number of other addresses.

ADVERTISING LITERATURE

General Electric Company, Schenectady, N. Y., has is-
sued bulletins listing its types of wires and cords.

Brown Hoisting Machinery Company, Cleveland, Ohio,
has issued catalog D, 1916, which describes and illustrates
its overhead tramrail systems, trolleys and electric hoists.
The Brownhoist monorail man-trolley is used for transport-
ing various kinds of materials from and to cars, boats,
storage yards and buildings, and the different floors of the
buildings. It may be adapted for transporting coal and ashes
in power houses. The trolley travels on the lower flange of
an I-beam track and is operated by one man who rides in the
trolley cab. The trolley is enabled to reach the different

points in the yards and buildings by the use of switches,
turntables and transfer cranes in connection with the
I-beam tracks. It can be equipped with grab bucket or
with one, two or four hooks.

SEATTLE MAYOR ON MUNICIPAL OWNERSHIP

H. C. Gill, Mayor of Seattle, Wash., in his annual mes-
sage to the City Council recommended the adoption by the
Council of some plan for the extension or abandonment of
municipal operation of street cars and the submission of
the plan to the voters at the general election in November.
Mayor Gill said:

"The situation with reference to the city's car lines re-
mains practically unchanged from that of a year ago, ex-
cept that the City Council has dismissed the matter of the
purchase of the Seattle, Renton & Southern Railway. This
makes Division 'A,' if possible, a little more of an outcast
and orphan than it was then. Possible sale of the Seattle,
Renton & Southern Railway will place us in a position
where this line can be utilized as was originally contem-
plated. By next October the bridges across the Lake Wash-
igton Government Canal will be completed and the question
of extending Division 'A' into Ballard will come before you.
We cannot afford, merely as a matter of pride, to operate
Division 'A' at a large loss daily to the taxpayers any
longer than is necessary to a final solution of the whole
question. I have only to suggest that if the plan of ex-
tending this line to Ballard is finally submitted it must
also be extended either by common user or otherwise to
the south.

"A plan by which patrons of the Ballard line would be
dumped at Stewart Street, the downtown terminus of Divi-
sion 'A,' would be unfair and unworkable. Division 'C bids
fair in time to be a profitable suburban line, although, in my
opinion, all street car transportation is about to give way
to some sort of automobile, and this should cause the most
serious reflection on any proposed large expenditure of
money. Having in view that uncertainty, and the financial
risks involved, I believe that when it comes you should
find some solution of the whole matter and submit it to the
people for a vote, at the time of the State elections next
fall."

NO INTERFERENCE IN PITTSBURGH SUBWAY
MATTER BY COMMISSION

The Public Service Commission of Pennsylvania has dis-
missed the request of the Pittsburgh (Pa.) Subway Com-
pany that it suggest a form of ordinance for passage in
the City Council, which would enable the company to con-
struct a subway in Pittsburgh. The opinion dismissing the
petition was prepared by Chairman Ainey and was con-
curred in by the other members of the commission. It is
in part as follows:

"The city of Pittsburgh and the Pittsburgh Subway Com-
pany are not in accord on this project. No agreement has
been reached, either actually or tentatively, and confessedly
the purpose of this application is to persuade the munici-
pality into making an agreement with the petitioner.

"This undertaking when realized will burden for many
years the future of the city of Pittsburgh and the respon-
sibility of seeing that the project is financially balanced
and that the plans are adequate to secure the desired relief,
rest very properly upon the city authorities and we are not
disposed in this proceeding to interfere with or assume
that responsibility.

"For this commission to approve the form contract sub-
mitted by petitioner would mean to approve a mere husk.
For us to attempt to supply the real meat would be to act
without sufficient evidence and without the consent of essen-
tial parties.

"It is evident that the Legislature had in mind a case
where there was a proposed 'contract or agreement' con-
cerning which the municipality and public service company
were in substantial accord. To relieve them of the un-
certainty as to whether the commission would approve 'such
contract or agreement' the public service company might,
in advance of the formal passage of the ordinance cover-
ing such agreement, apply to this commission to ascertain
if the terms were acceptable and what, if any, conditions
would be imposed."

Published by the McGraw Publishing Company, Inc.
Consolidation of Street Railway Journal and Electric Railway Review

Vol XL VII

NEW YORK SATURDAY, FEBRUARY 19, 1916

No. 8

FREQUENT According to Commissioner Frank

SERVICE AND Irvine, Public Service Commission

GROSS RECEIPTS of New York, Second District, the
steam railroad train, composed of locomotive, baggage
and express car and two or three coaches, is in a state
of obsolescence. This statement was made as part of
a decision on a demand for greater local service on the
Lehigh Valley Railroad in and out of Auburn, N. Y.,
and the commission points out that the gasoline-motor
car or some other system with small units and low oper-
ating expenses must be used unless the steam roads
want to see their local traffic go to the interurbans or
to the autobus or private automobiles. The stimulating
effect of frequent service on gross receipts is a lesson
which the steam railroads learn slowly. They have been
brought up on the doctrine of the importance of long
trains in through freight service and have difficulty in
understanding that any other principle is advisable in
passenger service. In this particular case, the commis-
sion declined to order the railroad to provide more
transportation because it showed that the operating cost
of the train described above was 54 cents per train-
mile, whereas the receipts from the trains now in use
were only 57 cents, leaving not enough margin for over-
head charges. The situation described by Commissioner
Irvine prevails on many other steam railroads. The
track is there. All that is needed is some system of
small units. Receipts of 57 cents per train-mile seem
good to the average interurban electric railway man-
ager, and if any one of a number whom we know were
placed under similar circumstances we believe that we
could tell what he would do.

THE HUMAN
SIDE OF THE
CORPORATION

The annual banquet of the Wash-
ington (D. C.) Traffic Club is an
interesting event in steam and
electric traction circles in that city. At the banquet
held recently one of the addresses was delivered by W.
F. Ham, vice-president of the Washington Railway &
Electric Company. One of his main pleas was for
an appreciation by the public of the fact that the
corporation is not a soul-less affair, because it is
made up of individuals from one end to the other.
The stockholders who form the corporation are cer-
tainly human, as are the directors who attend to affairs
for them. The directors select human officers who, in
turn, appoint human experts to supervise the details of
operation. Finally there is the rank and file of human
employees who do the every-day work in all branches
of the service. From stockholder to laborer there is
nothing but humanity. While Mr. Ham's purpose in

calling attention to the above fundamental fact was to
impress it upon the public to the end that the corpora-
tion might be considered as something more than a
mechanism for extracting money from the public, there
is a suggestion in it for the corporation also. Involv-
ing as it does the welfare and happiness of so many
human units, it is highly important that the corpora-
tion should furnish each of these units with the maxi-
mum opportunity for development. Corporations dif-
fer radically along this line. Some are almost like
educational institutions in that the workers are devel-
oping mentally, and in their respect for themselves and
for their work. In others only a few receive credit for
achievement and are stimulated to manifest individual-
ity and initiative. The one gets heart service from the
employee, the other time and lip service only.

SECURITY
HOLDINGS
OF BANKS

The extent to which the banks of
this country invest their funds in
various classes of securities is
good evidence of relative investment values, but in this
matter one must be careful to observe trends rather
than short-time changes. For instance, the careless
analyst will loudly declare that steam railroad bonds
are in disfavor because the report of the Comptroller
of the Currency for the year ended June 30, 1915, shows
railroad bond holdings to have increased only 1.74 per
cent during the year, while public utility bond holdings
rose 13.7 per cent. Yet in the preceding year the same
critic undoubtedly condemned public utility bonds be-
cause the banks decreased their holdings of such issues
by 19 per cent but added 9.4 per cent to their railroad
bond holdings. We mention these facts simply to
demonstrate how unwise it is to be either over-enthusi-
astic or depressed because of simply one year's show-
ing. As a matter of fact, since 1912 public utility
bond holdings have shown a net increase of 10 per cent,
while railroad bond holdings have risen only 4.4 per
cent. Undoubtedly steam railroad bonds have in late
years been tending to lose their primacy as invest-
ments, while utility issues have enjoyed an increasing
popularity. Whether this trend is to be maintained,
however, and whether electric railways are to share
proportionately in general utility prosperity are ques-
tions that are not yet definitely answerable. The same
factors that have made for a decline in railroad bond
holdings are present in the electric railway situation,
and if the securities in the latter field are not to decline
in popularity the public must more fully realize the
unfairness and injustice of attacks on electric railway
investments. Certainly it is in the interest of the

342

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 8

public that electric railway issues be just as sound and
attractive investment propositions as those of any other
class of utilities.

NEW YORK TRACTION AFFAIRS

New York traction affairs have been considerably in
the limelight during the past few months, and particu-
larly during the past few weeks. Commencing with
the investigation of the Public Service Commission,
First District, which was followed by beneficial results,
the committee has been turning its attention to traction
affairs, especially as to the ways in which the subways
now under construction have been financed. It has
secured various data in regard to the expenditures before
and after the contracts for the new subways were signed
as well as the salaries paid to various Interborough
executive officials, and is now devoting itself to an
investigation of the conditions surrounding the third-
tracking contracts of the elevated railway. Much of
the information elicited up to date is old and a great deal
is inconclusive, as the testimony is not all in, so that
it would be unwise for anyone yet to say that a
scandal will develop. Those who know the care
with which the able representatives of the city who
had charge of its interests during the negotiations pre-
liminary to the present subway contracts discharged
their duty, will be very skeptical that any loophole was
left for excessive charges to the city until such a con-
dition is definitely proved. Undoubtedly, the city is
committed to a large expenditure as its part of the
subway improvements, but the acclaim which greeted
the conclusion of these contracts showed that the public
at large believed then and undoubtedly believes now
that no other municipal improvement is so important to
the city's welfare, and that the expense will be far more
than counterbalanced by the increase in taxable real
estate values. It might have been better to have under-
taken this work gradually, that is to say, by building
certain sections at a time, but there were obvious objec-
tions to such a piecemeal method of construction at the
time the contracts were under consideration, and the
city is assured now of a well-balanced system of sub-
ways which should be of inestimable benefit to it in its
development.

Comptroller Prendergast, who had a great deal to do
with the original contracts, has issued a statement
showing in detail that the city's interests are fully
conserved as regards excessive "construction expenses"
under the present contracts, and that the "one notorious
matter" which has been brought out by the committee
is the seemingly large percentage of profit allowed to
the contractor for the third tracking of the elevated
railway. This expense, according to a former director
of the railroad company, the president of the company
said was necessary in order to take care of certain com-
mitments and obligations. No further explanation has
been made of this expenditure, but light will undoubt-
edly be thrown upon it through the testimony of Mr.
Shonts, who, it is understood, will go on the stand within
the next few days.

The legislative committee is particularly concerned

with the aspect of the city's interest in the subway
contracts, but we trust that in view of the broad nature
of the inquiry the directors of the various companies en-
gaged in the work will make a full statement to their
stockholders of all extraordinary expenses incurred in
connection with the contracts. It is only natural to
expect that in an undertaking of this kind there would
be many large disbursements for legal and other expert
opinion as well as for financing the undertaking, but the
stockholders should have asurance that these have not
exceeded in amount what was reasonable under the
circumstances.

GROSS RECEIPTS ARE NOT PROFITS

A number of the New York daily papers have been
finding the current legislative committee investigation
of the methods of financing the new subways in New
York excellent "copy," and have had a good deal to say
about the "profits" which the bankers have made in
handling the bonds of the Interborough Rapid Transit
Company and in guaranteeing the financing. An
analysis of the figures thus quoted would indicate, how-
ever, that the newspapers in question deduced their
figures of "profits" by taking the figure at which the
bonds were purchased and the figure at which they were
sold and multiplying the difference by the entire issue
of bonds, then adding such additional allowances as
were made to the bankers for commissions, readiness
to finance, etc. We are not considering here whether
the entire amount of profit received by the bankers was
too much or too little under the circumstances, although
it might be well to point out that the financing of an
issue of $100,000,000 is rather a large undertaking
even for Wall Street, and that as the number of bank-
ing firms which could handle an issue of this kind is
limited, it is natural to assume that the profits de-
manded would be larger than where the number of
bidders was greater.

But even omitting this phase of the question, it must
be remembered that bankers, like others engaged in
commercial undertakings, have operating expenses, in-
terest, etc., which have to be paid before "profits" are
realized, and a confusing of the difference between gross
receipts and profits in banking would be just as absurd
as in the railway or newspaper business. Even where
a payment of $500,000 was made to a firm of bankers
for readiness to finance the subway during the early
negotiations which came to naught, it is improper to
say that the payment was equivalent to profit. It is
true no money was actually advanced to the operating
company by the bankers under the contract, but every
operating man knows that "readiness to serve" in the
lighting and railway business costs money and is a
legitimate charge to the consumer, and it is easy to un-
derstand that in a fluctuating money market the "readi-
ness to serve" by the banker to the extent of being
prepared at any time to take $100,000,000 of 5Y2 per
cent bonds undoubtedly involves considerable actual
expenditure as well as the sacrifice of profits which
could have been earned by the use in other ways of the
idle capital.

February 19, 1916] ELECTRIC RAILWAY JOURNAL

343

ELECTRIFICATION OF STEAM RAILROADS
FOR PROFIT

In the early electrifications of short sections of steam
roads, direct financial returns were not the primary
objects in view. The long tunnel was the bete noire of
the steam railroad, and the B. & 0. in Baltimore, the
Great Northern in the Cascade Range, the Grand Trunk
between Sarnia, Ont., and Port Huron, Mich., and the
New York Central, New Haven and Pennsylvania in
New York, were all forced to electrification as the solu-
tion of the tunnel ventilation problem. While advo-
cates of judicious electrification welcomed the rapid
development in the art which was necessary under these
circumstances, they deplored the fact that the economics
of the situation had to take second place. In later, and
more voluntary, electrifications financial considerations
have predominated.

These remarks are prompted by the discussion at
the heavy electric traction session of the mid-winter
convention of the American Institute of Electrical En-
gineers last week. One speaker remarked that instead
of criticising details of an achievement like the Norfolk
& Western installation, which was under discussion at
the time, its over-all significance should be appreciated.
Here is a case where electric locomotives are doing what
steam locomotives had never done and could not do,
hoisting coal better than it had ever been hoisted
before. Another speaker thought that this was not
enough, implying that the criterion of success is not
"does it work?" but "does it pay?"

Evidence is accumulating to show that electrification
not only "works" but pays as well, under conditions
conducive to profit. The Butte, Anaconda & Pacific has
demonstrated this to the satisfaction of all concerned,
as is shown not only by financial statements but by the
action of the Chicago, Milwaukee & St. Paul. While
no direct figures have as yet been given out by the
Norfolk & Western, the excellent operating record re-
ported for the road for the latter six months of 1915
undoubtedly reflects the effect of electrification in in-
creasing the capacity of the track in the Bluefield
region.

There are many other opportunities for large
profits in applying electricity to hoisting problems, as
Charles F. Scott called them in the discussion referred
to, to say nothing of suburban installations, like that
in Philadelphia, in which the multiple-unit train has
the opportunity to demonstrate its superiority to any
type of locomotive. In the Philadelphia case the profit
resulted from the possibility of postponing large ex-
penditures for enlarging the "neck of the bottle" over
the Schuylkill River.

We look for a tremendous development in steam rail-
road electrification during the next few years. Between
1890 and 1900 there was a wholesale electrification of
the horse railways of the country because large profits
were seen to be within reach. This followed a period of
preparatio/i or scientific development. The past fifteen
years have been the corresponding preparatory period
for the application of electricity to the steam road, be-
cause there electricity is going to pay also. As soon as

capital loosens up a bit in this field there is bound to be
some interesting progress.

BY-PRODUCTS OF THE SAFETY MEDAL
COMPETITION

The recent award of the Anthony N. Brady medal,
the second which has been made, suggests a query as
to the benefits to be derived from such competitions.
The electric railways have not as yet manifested a lively
interest in the competition for the the Brady medal,
partly because the plan is new and probably also on
account of lack of interest in competitions in general.
We understand, also, that some of the competitors do
not make particularly forceful presentation of their
claims. It is possible that the managements of some
roads do not consider it dignified to enter a competition
of this kind and, as it were, plead their cases before
the court of award. It is necessary, however, that
something of this sort be done, as it is a physical im-
possibility for any committee to be omniscient in re-
gard to the safety records of electric railways. More-
over, a number of the competitors have been among
the leading roads in the country, a fact which estab-
lishes a precedent in this line.

Now, entirely aside from the possibility of securing
the medal or "honorable mention" in the competition,
there are certain by-products which make the effort
worth while. The preparation of the statistics in the
standard form prescribed by the committee of the
American Electric Railway Association is valuable in
that it permits at least a crude comparison of the re-
sults of safety work on a numerical basis. Of still
more importance is the "account of stock" which must
be taken in making an adequate presentation of the
efforts made to reduce accidents. To "see oursels as
ithers see us" occasionally is beneficial. The old fable
of the pot of gold hid in the field is not inappropriate
in this connection. It will be remembered that a
father, dying, left to his son a field in which he said a
pot of gold was buried. In diligently plowing for the
gold the son so increased the fertility of the field that,
although the coveted prize never materialized, the in-
direct reward was equally profitable.

So in this safety competition thorough preparation
for the competition should prove its own reward, as
one competitor this year testified it had done. More
evidence in the same direction was furnished by an-
other company which, although barred from the com-
petition, nevertheless put in a comprehensive report
which was prepared because last year's experience
demonstrated the value of the study necessary in pre-
paring the brief. It is not to be expected that a ma-
jority of the roads in the country will compete for the
medal every year. But there is no reason why every
road should not make an annual study of its accident
situation and, when the record seems sufficiently cred-
itable, why it should not "go in" for the medal. If
then the Brady medal foundation does no more than
stimulate the electric railways to the making of period-
ical and thorough safety inventories it will have proved
to be a benefit to the industry.

CLEVELAND REBUILT CAR VIEW OF CAR BEFORE REMODELING

Cleveland Modernizes Fifty Cars

Double-End, Composite-Underframe Cars Were Rebuilt into the Front-Entrance, Center-Exit
Type in Response to a Popular Demand — The Alterations Made and the

Shop Procedure Are Described

POPULAR demand and a desire on the part of the
Cleveland Railway to accede to it, resulted in the re-
cent purchase of fifty front-entrance, center-exit cars
and the remodeling of fifty double-end cars into this
type. Never in Cleveland's experience with the various
types of cars, has any one type attained such immediate
popularity as the front-entrance, center-exit car which
was placed in experimental service early in 1915. This
car was described on page 364 of the Electric Railway
Journal of Feb. 20, 1915. In but a very short time af-
ter the first car of this type was put in service, its ad-
vantages from every standpoint became so apparent that
the public requested more of them, they were popular
with the trainmen and the transportation department
experienced greater ease in making schedules. In the
March following, a contract for fifty new cars was
placed with the Kuhlman Car Company of Cleveland,
and plans were completed for remodeling fifty old
double-end cars. In connection with the front-entrance,
center-exit type of car, it is of interest to note that the
arrangement was conceived by Peter Witt, former street
railway commissioner for Cleveland, after consulting
with a number of motormen and conductors.

The peculiar advantages of the Cleveland front-en-
trance, center-exit type of car were brought out in the
article in the issue of Feb. 20, already mentioned. The
present article concerns itself principally with the meth-

ods employed in rebuilding the double-end cars into the
new type. Soon after getting settled in the new repair
shops, the mechanical department began to convert fifty
double-end wooden cars into the front-entrance, center-
exit type. The old cars selected for remodeling in-
cluded twenty-five that were put in service in 1908 and
twenty-five others that were put in service in 1898. The
latter were originally fourteen-bench open cars, which

Dimensions and Other Data
Length over corner posts,

38 ft. 2% in.

Truck centers 24 ft.

VVheelbase 4 ft. 6 in.

Floor to rail 38 in.

Width over side plates,

8 ft. 2 in.

Width over belt rail,

8 ft. 4 % in.

Height inside 7 ft. 9 in.

Height of exit doors. . 7 f t. 3 in.

of Rebuilt Cleveland Cars
Height of entrance doors. .6 ft.
Step height front vestibule,

15 in., 14 in., 9 in.
Step height center exit,

13% in., 12J4 in.,12% in.
Passengers seated in sum-
mer 54

Passengers seated in winter. 53

Passengers standing 78

Total passenger load 132

Wheel diameter 33 in.

were later rebuilt into the closed type shown in an ac-
companying illustration. Both types of cars had wooden
outside sheathing below the belt rail, and the twenty-
five cars built in 1898 were framed for a concave side
sheathing. The over-all length of the original cars of
both types was 52 ft., but in rebuilding this was re-
duced to 49 ft. 3% in. through the elimination of the
rear vestibule. The other principal dimensions are as
given in the above table.

Essentially, the remodeling of these double-end car

CLEVELAND REBUILT CAR— VIEW OF REMODELED CAR COMPLETED

February 19, 1916]

ELECTRIC RAILWAY JOURNAL

345

bodies included a change in the location and size of the
entrance doors in the front vestibule, the provision for
the center exits, the reconstruction of the rear vestibule
to make them form part of the main car body and a re-
arrangement of the seating plan in the front half of the
car. The door in the front vestibule was originally 2
ft. 2 in. wide, and it was installed beside the vestibule
corner post. The changes in this entrance included an
increase in the width of the opening to 4 ft. and its shift
from the front vestibule corner post to a position beside
the body corner post. No changes were made in the
platform arrangement or dimensions, but at the line of
the bulkhead between the front vestibule and the main
car body, pipe rails and stanchions were provided to
form a 36-in. aisle.

In place of the cross-seats in the front half of the
body, two longitudinal seats were installed, one for
seven passengers on the exit-door side, and the other
for fourteen passengers on the side opposite the exit
and extending from the front bulkhead to a point be
yond the center-exit well. About 3]/2 ft. of the avail-
able seating space beside the exit door was utilized for
the conductor's fare box and stand. The center of the
exit-door well is 13 ft. 3 in. from the center of the rear
body bolster, and the well is 25 in. wide by 5 ft. 5 m.
long. Only such changes were made in the underframe
at this point as were necessary to provide the exit well
and reinforce the underframe around the opening.
These changes included two new wooden floor beams,
2V2 in. x 63/4 in., and 3^2 in- x 6% in. in size respec-
tively, bolted together and placed at each side of the
well. A %-in. x 3-in. rectangular, strap-iron frame was
also installed on the car underframe beside the exit well
to support the air-compressor equipment. The longi-
tudinal floor member along the well was formed of a
43/4-in. x 63/4-in. wooden sill framed between the beams
at each side of the well. The transverse floor members
which had to be cut to provide for the well, were in
turn framed into this longitudinal member.

A. steel frame, the details of which are shown in one
of the accompanying illustrations, was provided to
carry the stresses around the center exit. The longi-
tudinal members included the offset angle side sill and

CLEVELAND REBUILT CAR INTERIOR VIEW OF REMODELED CAR

the side plate. Both extend on each side of the exit to
the first window post. The vertical members included
two built-up, steel panel posts flanking the the exit and
steel side sheathing in the first panels at each side of
the opening. With this plan of reinforcement only two
window posts had to be removed to provide for the exit,
and for these the two steel panel posts flanking the
opening were substituted. These panel posts were riv-
eted to the 5/16-in. x 3%-in. x 5-in. angle side sill and
the side plate. The steel angle side sill is continuous
across the exit opening and extends 4 ft. 4 in. toward
the front of the car and 6 ft. 6% in. toward the rear,
along the 5-in. x 8-in. wooden side sill, to which it is
bolted both horizontally and vertically by %-in. bolts
spaced at 12-in. centers.

A Vg-in. side plate, extending from the sill to the belt
rail and from the panel post to the first window post
each side of the exit opening, also reinforces the car side
at this point. At the window posts these plates are stif-
fened with Vs-in. x IVi-in. x l^-in. angles which bolt to
the old wooden posts and rivet to the side sheets. The
panel posts are formed of two 2-in. x 2-in. x 3/16-in.

CLEVELAND REBUILT CAR — VIEW OP CAR DURING REMODELING

346 ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 8

Electric Ry.Joumal

CLEVELAND REBUILT CAR — GENERAL FLOOR PLAN AND CROSS-SECTION

angles, spaced 10 in. back to back. Below the belt rail
the web connecting these two angles is the steel side
sheathing plate, and above the belt rail a separate web
of the same thickness and 10 in. wide extends to the
underside of the letterboard. At the belt rail this web
is spliced with a Vi-in. x 9-in. x 12-in. plate, and at the
letterboard it is spliced with a 3/16-in. x 9-in. x 10%-in.
plate. The two steps in the exit well are supported on
3/16-in. x lVfe-in. x lMz-in. angles. These frame into
two 3/16-in. carrier plates which extend 25 in. into the
car body and form the panels each side of the exit well.
The steps are built with 1%-in. wooden treads and 16-
gage steel risers.

The letterboard is formed of 5/16-in. x 6-in. sheet
steel, and it extends on each side of the exit door open-
ing along the wooden side plate, to which it is bolted, to
the first window post. The letterboard is heavily rein-
forced with a 5/16-in. x 2-in. x 2V2-in. angle extending
full length. The 3/16-in. x 2-in. x 2-in. inside angles
in the panel posts are also bent continuous over the exit
and also riveted to the letterboard, thus reinforcing
sufficiently to carry the side plate stresses. Four double-
leaf folding doors close the 5-ft. x 6%-in. exit, and
they are operated from the conductor's stand. On each
side of the exit well are pipe rails and stanchions which
extend from the floor to the deck sill. A curved pipe-
rail stand was also provided on which to mount the fare
box.

Practically the same steel sections around the center-
exit opening were employed in the remodeled cars as
were designed for the new front-entrance center-exit
cars which were built by the Kuhlman Car Company.
The design of these sections was based on mathematical
calculations modified by experience and by the exigen-
cies encountered in applying them to the two types of
remodeled cars. The design of the panel posts on each
side of the door opening was maintained practically the
same as that used in the new cars. In connection with
the cars with the concave sides, however, it was neces-
sary to place the steel sheathing on each side of the
opening, inside of the outside sheathing line. This per-

mitted the installation to be made without distorting
the plates to conform to the side of the car. The con-
cave side was then constructed outside of this plate, the
general appearance of the old car being thus retained.

The location of the exit door opening was also selected
to conform, in the best practical way, to the sizes of
the windows. These were balanced against the width of
the door opening, and the door posts were also made of
a width to correspond. The width of the door opening
was determined by the number of folding doors which it
was practical to use without their projecting too far
beyond the car body line when they were in the open
position. It was also desirable, of course, to obtain a
maximum door opening at this point, and this, too, was
a factor borne in mind in arriving at the 5-ft. 6%-in.
exit opening.

As mentioned earlier in the article, the rear vestibule
was cut away and the body underframing extended to
give the remodeled car an over-all length of 49 ft. 4%
in. The change added space to the main car body suffi-
cient for seven built-in seats around the rear end.. In re-
building this end of the car, the body corner posts were
shifted 3 ft. from their original positions in the old car,
and new window posts were substituted for them. The
extension of the underframe was reinforced along the
side sills and the buffer with a %-in. x 3V2-in. x 6-in.
angle, and the Yz-'m. x 3V2-in. x 5-in. angle center sills
were spliced and extended to frame into this buffer.
Wooden cross-bearers 3V2-im x 6%-in. in size, in turn,
frame into these center and side sills to complete the
floor framing. The changes at this end of the car body
also necessitated rebuilding the roof and extending the
monitor deck. In one of the accompanying illustrations
the new work on the old car-body framing is shown.

Remodeling Procedure

The reconstruction of fifty double-end cars into the
front-entrance, center-exit type was no small task to
be undertaken by a mechanical department that was al-
ready busily engaged in maintaining and repairing
more than 1500 cars in the regular service. In order to

i SH i Via L I

EUctric Ry.Journal

CLEVELAND REBUILT CAR — STEEL FRAME FOR CARRYING STRESSES AROUND THE CENTER-EXIT OPENING

_* J

Section
A-B

February 19, 1916]

ELECTRIC RAILWAY JOURNAL

347

do this work and at the same time not disorganize the
forces handling the regular repair work, the remodeling
of this equipment was "sandwiched in," so to speak, and
no fixed schedule of reconstruction was adopted. Cars
were taken from regular service and brought into the
shop two at a time, so that a small force of men could
be employed continuously in the rebuilding operations.
Upon the arrival of the car at the shop two laborers re-
moved the rear vestibule, the rear bulkhead, the seats,
the fare-box stand, etc. While this was being done,
carpenters were cutting out the side wall of the car
preparatory to the insertion of the steel center section
which supports and incloses the center-exit steps and
doors. These carpenters also reconstructed the heavy
car framing and relaid the floors, following which the
change in the front-door opening, which includes the in-
stallation of new doors and steps, was undertaken.

After the completion of the wood framing around the
center-exit opening and well, the steel center section,
which was partially assembled in the machine shop,
was fitted and bolted in place. The variation in dimen-
sions, which is certain to be present in old cars, made
it more practical to set up the large Vs-in. panels on
each side of the doorway and mark them in place, after
which they were cut and drilled to suit the steel frame.
The steel bumper channels and angles were also as-
sembled on the car and bolted to the wooden under-
framing. This latter operation was carried on simul-

Electric Ry^Joumal

CLEVELAND REBUILT CAR — FLOOR FRAMING AT CENTER OF CAR —
DOTTED LINES SHOW THE NEW FLOOR MEMBERS

The time required for the various reconstruction op-
erations outlined in the foregoing was about six weeks.
As indicated on the schedule showing the number of men
employed on the various stages of remodeling and the
sequence of their operations, the complete force at any
one time was relatively small.

Two laborers on tearing down,
one inside, one outside.

Two men to build rear end.

Two men to tear center and
lay floor.

One man to build front.

Three men on iron work.

One man on wiring for lights.

Four men to finish inside.

Two men on door connections.

Two men on roof and general
outside.

Two men to place frame and
set doors.

Two men on painting.

Two men on equipment, mo-
tors, etc.

Two men on brakes.

Two men on pipe fitting.

Two men on truck work.

Five Years' Growth of Freight and
Passenger Receipts

THE relative earnings from freight and passenger
business on a 100-mile interurban system operating
branch lines out of a large city into contiguous territory
are shown on the accompanying chart. Considering the
year 1915 as abnormal, the relative merits of the two
classes of traffic are clearly indicated. While the
freight earnings are from a strictly interurban express
and milk business, they show a uniform increase from
1911 until 1914, whereas the passenger business showed
a marked increase up to 1912, but since that time has

v$475000

$125000

75000

Solid line, passengers ; dotted line, express and milk
CHART SHOWING GROWTH OF FREIGHT AND PASSENGER RECEIPTS

taneously with the construction of the rear-end framing.
When these operations were completed, the work of re-
modeling was brought up to the point where the car-
wiring force could proceed with the installation of the
Cleveland Railway's standard large unit lighting sys-
tem. Nichols-Lintern signals were also installed on the
rear dash of the car, and the push-button wiring system
was repaired and extended.

After the wiring and carpenter work were completed
the interior finishers installed the center-exit doors, the
interior finish and panels, repaired the headlining and
did all the general interior work. The old heater ducts
were removed and the Cleveland Railway's standard type
of duct installed. The car was then thoroughly re-
painted outside and revarnished inside to conform with
the general color scheme used by the Cleveland Railway.

Hunter illuminated signs were also applied to the
front vestibule, and a special type of side sign was in-
stalled at the belt rail on the step side and at both ends
of the car body. The final stages of the reconstruction
included the reinstallation of the air compressor and
air piping, the application of the grid resistances and
the adjustment of the brake pull-rods and levers. While
the body was undergoing the various remodeling stages,
the trucks also were overhauled so that when the car
was restored to service it was practically as good as new.

been gradually falling off. During the abnormal busi-
ness conditions existing in 1915, both the earnings from
freight and passenger traffic showed a decrease of ap-
proximately 6 per cent from the maximum gross earn-
ings for any one year to the minimum. On the other
hand, for the entire five-year period, earnings from
passenger traffic decreased 3 per cent and earnings from
freight traffic increased 19 per cent. The total increase
in freight traffic from 1911 until the close of 1914 was
25 per cent. In other words, this chart brings out quite
clearly the stability of freight traffic and, at the same
time, the possibility of increasing earnings by stimu-
lating this class of traffic. In the instance cited it is
believed that if the company had been handling a gen-
eral freight business instead of a strictly express busi-
ness, a greater increase would have resulted, and the
per cent of decrease, even during the abnormal condi-
tions existing in 1915, would not have been as great.

According to estimates which have been prepared
since the new year, the San Francisco-Oakland Terminal
Railways suffered a loss during the calendar year of
1915 of $350,000, attributed to the competition of jitney
buses. During December the loss on this account
amounted to $1,200 a day.

348

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 8

Railway Military Preparedness*

Dependence of Military Operations on Facilities Afforded by Steam and Electric Roads —
Proposed Military Transportation Commission and Its Duties — Assistance

Required of Railway Officials
By LIEUT. -COL. CHAUNCEY B. BAKER, Q. C. U. S. A.

IN any plan looking to the employment of the re-
sources of our country in the general scheme of na-
tional defence, the transportation facilities take first
place. Upon the prompt and methodical transfer of
men, munitions and supplies depends the first principle
of military success — to be first on the ground to be con-
tested with superior forces and armament. It is need-
less to point out the part which railways have played in
all wars from the Crimean to the present titanic
struggle in Europe. During the early part of the civil
war, the railway service, though promptly performed,
suffered from the complaints and rivalry of different
corporations and from the want of a uniform basis of
compensation. A tariff was arranged in 1862 for mili-
tary transportation which was sufficient to pay the ex-
penses of the roads and some profit besides, though the
rates were below those received for ordinary business.
In almost all cases the service was performed with
promptness and efficiency.

The railways of Great Britain correspond more nearly
in methods of ownership and operation to those of the
United States than those of any other countries in-
volved in the present war. These are and will continue
to be operated by their own officials and employees. On
Aug. 4, 1914, the War Office published a declaration
which provided for taking in charge the management
of all railways in Great Britain. Its powers are exer-
cised by an extensive committee composed of managing
directors. This committee was selected from the offi-
cials of the railroads. Such restrictions as were neces-
sary were placed upon commercial traffic, and these
were removed as rapidly as practicable. In reality,
there is no military organization of the railways in
Great Britain. The roads are placed at the disposal of
the government, but are left in the hands of those most
familiar with administration and operation. The cen-
tral committee of managers serves as an intermediary
between the War Department and the railway systems.
It assures unity of direction and controls the execution
of the service.

To arrange for the settlement of accounts, a basis
was agreed upon between the government and the rail-
roads to the effect that the latter should receive in com-
pensation the difference between their net income dur-
ing the period of the year preceding the war and the
same period during the operations of the war. Lately
this plan has been slightly modified by using the aver-
age of the three-year period before the war as a basis of
comparison.

In France, between Aug. 2 and Aug. 5, 1914, more
than 3000 trains ran over the Paris, Lyons and Mediter-
ranean lines and nearly 1500 over the Orleans company's
lines. On Aug. 5, though the mobilization was not com-
pleted, the process of concentration was begun to con-
vey the troops from their mobilization depots to the
front. From this date to Aug. 19, more than 4000
trains were run on the Eastern Railway alone, the maxi-
mum number per day being 395. The concentration
necessitated the running of nearly 2000 military trains

•Abstract of address at meeting of Massachusetts Street Rail-
way Association, Boston, Feb. 9, 1916.

composed of 57,000 cars over the Orleans company's
lines. These trains carried 600,000 officers and men,
144,000 horses and 40,000 carriages and guns. From
more than one regulating station 200 trains per day
were dispatched, an average of more than one every
eight minutes. Army corps, active and reserve, were
thus sent to the front in twenty days. In addition, the
railway lines had to effect the transportation of the
territorial troops, which in infantry alone, amounted to
145 regiments. All this transportation was carried out
in great order and without any particular difficulty.

Transportation Requirements of United States
Field Army

Table I shows the equipment required to move the
various units in our service. For the movement of a
field army (about 82,000 men) consisting of three in-
fantry divisions, one cavalry division and a brigade of
field army troops would require 6229 cars, made up into
366 trains. To move our field army would require 0.7
per cent of the locomotives in operation on American
lines, 4.2 per cent of the passenger equipment, and 0.2
per cent of the freight equipment.

Table I — Railroad Equipment Required to Move Various Organizations of the Army
at War Strength

Personnel Railroad Equipment Required

Infantry regiment . .. 55 1,890 177 22 . . 5 43 5 15 9 8 85

Cavalry regiment 54 1,284 1,438 26 . . 8 28 8 25 72 9 150

Artillery regiment, light 45 1,170 1,157 32 24 9 23 9 25 58 46 170

Artillery regiment, heavy 45 1,173 1,571 35 24 10 24 10 25 78 47 194

Artillery regiment, mountain.. 45 1,150 1.229 .. 24 7 23 7 30 61 .. 124

Engineers, pioneer batt 16 502 165 12 .. 2 12 2 10 8 4 38

Signal corps field 9 171 206 15 . . 2 4 2 5 10 5 28

, Infantry division. . . 73622,285 7,660 775 48 76 487 76 245 383 301 1,568

zCavalry division 458 10,259 12,231 414 24 63 218 63 210 611 137 1,302

iComprisiiig three brigades infantry, one regiment cavalry, one brigade of light artillery,
one pioneer engineer and one field battery signal corps and wagon trains.

'Comprising three brigades cavalry, one regiment horse artillery, one pioneer engineer and
one battery signal troop and necessary wagon train.

To move a field army would require 2115 passenger,
385 baggage, 1055 box, 1899 stock and 775 flat cars, a
total of 6229 cars.

Table II on page 349 shows the gross weights of sup-
plies required for one infantry division and one field
army for thirty days.

Proposed Military Transportation Commission

It is believed that the organization of a military
transportation commission composed principally of offi-
cials of the various steam and electric railway associa-
tions would be of great value to the office of the Quar-
termaster General in reaching conclusions in regard to
rail transportation. This bureau should include in its
membership not only representatives of the operating
departments of the railroads, steam and electric, but at
least one representative each of the freight traffic de-
partment, accounting and construction departments.
Nominations for members of the committee represent-
ing the operating department and the construction de-

February 19, 1916] ELECTRIC RAILWAY JOURNAL

349

table ii showing gross weights of supplies required for

One Division (Infantry) and One Field Army
for Thirty Days.

One Division Pounds

Clothing and equipage 300,900

General quartermasters' supplies 448,440

Candy and tobacco 4,242

Rations 3,292,800

Forage :

Hay 3,222,240

Oats 2,472,210

Ordnance supplies :

Other than ammunition 21,666

Ammunition 93,500

115,166

Medical supplies 7,924

Signal supplies 120,000

Engineers' supplies 162,000

Total 10,145,982

One Field Army

Clothing and equipage 1,134,017

General quartermaster's supplies 1,689,722

Candy and tobacco 15,984

Rations 12,531,523

Forage :

Hay 17,516,100

Oats 13,641,730

Ordnance supplies :

Other than ammunition 81,637

Ammunition 352,308

433,945

Medical supplies 29.85S

Signal supplies 452,160

Engineers' supplies ; 610,416

Total 48,055,455

partment should be made by one of the general associa-
tions; of the freight traffic department, by the Ameri-
can Association of Freight Traffic Officers; of the pas-
sengers department, by the American Association of
General Passenger and Ticket Agents, and of the ac-
counting department by the Association of American
Railway Accounting Officers. These nominations, it is
thought, should be subject to the approval of the Sec-
retary of War. Whatever new legislation may be neces-
sary for co-ordination should apply equally to the steam
and electric roads.

The quartermaster corps, under the law, deals with
all features of the military service in connection with
rail transportation, with the exception of military rail-
ways in the field of operations, which are assigned to
the corps of engineers. It is believed that the commis-
sion proposed could operate effectively and intelligently
and accomplish satisfactory results by co-ordination
with the transportation division of the Quartermaster
General's office.

Scope of the Commission's Work

Many difficulties that obtain in connection with the
transportation of troops and supplies generally have oc-
curred through the lack of co-ordination of the func-
tions of the railways themselves in military movements.
Solicitors of the railways, passenger and freight, by
every means possible try to procure business over their
particular roads, often to the detriment of the efficiency
of the movement of troops and supplies. General,
freight and passenger agents often fail to co-ordinate
their labors, and all of them at times fail to co-operate
with the operating branch of the roads.

It frequently happens that the facilities for loading
and unloading at points of entraining or detraining are
wholly insufficient. Even when the physical features are
satisfactorily accomplished, the matter of preparing
and accomplishing bills of lading and settlement of ac-
counts is burdensome. It is believed that a railway
commission would effectively find a solution for many of
these difficulties. With that object in view the Quarter-
master General's office has endeavored to come in touch
with the various railway associations, with a view to
outlining some effective plan.

When war was threatened between Mexico and the
United States, the American Railway Association
agreed to appoint a committee that would assist the de-

partment in the movement of troops and supplies, and
it is believed that such an arrangement would have been
in a measure effective.

Sec. 6 of the act to regulate commerce (34 Stat. 587)
provides that in time of war or threatened war, pref-
erence shall, upon demand of the President of the Uni-
ted States, be given over all other traffic, to the trans-
portation of troops and munitions. Primarily the mili-
tary operation of railways will be confined to the lines
of communication, which, under the field service regu-
lations, will be built, repaired and operated by the en-
gineer corps. In addition to the construction and oper-
ation of military railroads, strictly speaking, there are
many features in the operation of railroads back of the
base that can be and should be definitely provided for in
time of peace.

1. A distinct understanding between the War De-
partment and all the carriers should be reached concern-
ing the tariffs for military traffic, including freight,
passenger, baggage and animals. This should be so es-
tablished as to render the invitation of bids unneces-
sary and should have the approval of the government
and the roads in advance of the outbreak of war. Sep-
arate tariffs should be provided for time of peace and
time of war. These tariffs should cover every class of
trains, including hospital trains, service and armored
trains, and should have the simplest possible basis for
their building. Preferably a mileage basis should be
used.

The proper officers of the War Department have been
in conference with the principal passenger associations
in the country, and the department feels that so far as
steam railroad passenger traffic is concerned, it is on
the point of effecting an agreement that will include all
the United States except New England. It is believed,
however, that with the appointment of a board as pro-
posed progress would be much more rapid. A commis-
sion acting for the electric lines in any community
should have authority to provide rates of compensation
and to enter into negotiations fixing tariffs for military
business of every character.

2. As a result of any agreement as above outlined
the simplification of the settlement of railway accounts
will naturally follow. Much of the difficulty now ex-
perienced is due to disagreements as to the interpreta-
tion of tariffs and classifications, and a clear and
specific basis, simplified as proposed, would obviate all
controversy.

3. The physical operation of the railroads in carrying
troops and supplies to mobilization, concentration and
embarkation points. The necessity of co-ordinating de-
partments is too apparent for argument, as is a complete
understanding between the military and railway au-
thorities.

The proposed commission should have a representa-
tion from the operating branch of the railroads who
would have authority to represent the roads in all fea-
tures pertaining to operation ; in effecting rules and
preparing plans for movements of troops and supplies
to any point, the desirability of withdrawing empties
over neighboring lines so as to avoid congestion, all
features of the operation of roads, and providing the
rolling stock in advance so far as possible.

The quartermaster corps has effected an arrangement
agreeable to the American Railway Master Car Build-
ers' Association which provides for certain placard
markings on the cars which will indicate the character
of the stores, the bureau to which they belong and par-
ticular class of stores of the various bureaus. These
marks give practically the full information of the bill
of lading. The value of this is readily understood by
those who had experience in this class of work in 1898.

350

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 8

4. A definite arrangement should be made with the
proper railway officials in regard to the provision of
facilities at entraining points, with spurs, switches, side
tracks, extra lines, loops, platforms and all facilities
for handling troops and supplies on reaching such
points.

5. Collection and preservation of all information of
military value concerning railroads, street railways,
buildings, telegraph lines, equipment, docks, yards and
appurtenances of the railway systems of the United
States. The quartermaster corps has gathered a quan-
tity of information along these lines, including data on
terminal facilities, various classes of sleeping cars,
kitchen cars, baggage cars, freight equipment, engines,
etc., and has prepared schedules from military stations
to points of mobilization, concentration and embarka-
tion.

6. It is considered desirable to provide a reserve corps
for the quartermaster corps to establish the relations
outlined between the railroads and the army. This
corps should include a large number of railroad offi-
cials and employees in all branches of railway service,
including construction and operating branches, traffic
departments and the accounting branch. Such a reserve
corps could be commissioned into the service and called
immediately at the time of mobilization, and would be
engaged in directing the movement of bodies of troops
and war supplies and all the functions pertaining to the
movement of troops and supplies by rail. It would thus
form a link between the army and the railroads and
electric lines. If the suggestion of such a reserve is
favorably received, it is believed that the nominations
for positions in such corps should be made by the vari-
ous railway associations and organizations, after filling
such requirements as the Secretary of War may con-
sider necessary.

General. The plan proposed requires no new or radi-
cal legislation. The object can be attained through the
methods outlined with the assistance of the railway au-
thorities and with practically no new legislation except
that providing a reserve corps. The other features of
this plan could be carried out without introducing the
feature of the reserve corps.

The operation of military and commercial trains is
not essentially different. The main difference consists
in the provisions of entraining and detraining. The de-
tails of instructions, so far as military requirements
are concerned, should be generally along the lines re-
quired of the officers and employees of the quarter-
master corps handling the details of transportation. In
matters of construction and operation the same general
methods would be effective as in commercial work.

As the result of personal experience it can be said
that the chief difficulties are due to a lack of under-
standing and in no instance to an unwillingness to
respond promptly to the requirements of the military
service. It is believed that the reserve here suggested,
to be utilized in the capacity of auxiliary officers, would
effectively co-ordinate the operations of the railways
and the military establishment.

Utilization of Sea Coast Trolleys

The author referred appreciatively to the article in
the Electric Railway Journal of Nov. 20, 1915, in
which the main ways in which the trolley systems of
the country can be utilized were concisely covered. It
was pointed out that these lines can be utilized in
handling men, supplies and munitions, in mobilization,
in concentration and in strategic manoeuver. These
lines from Maine to Virginia touch the coast at inter-
vals every few miles. Their strategic advantages should
be carefully studied and the practicability of utilizing

armored cars, carrying guns, howitzers and machine
guns should be carefully examined by those familiar
with the problems of ordnance, engineering and coast
defence. It is believed that were the American Electric
Railway Association or some other general association,
as suggested by General Bancroft, to propose to the
War Department the willingness of the roads to assist
in co-ordinating their work for defence, the way would
open toward a complete understanding which would re-
sult in the full use of all the facilities afforded by the
electric lines.

Chicago Surface Lines Safety Calendar

Distribution of the Calendar in the Public School
Expected to Reduce Street Accidents

EVERY school room in the city of Chicago is to be
presented with one of the attractive safety calen-
dars just issued by the Chicago Surface Lines. This ar-
rangement has been made by the railway company with

the superintendent

"Safety First"

At streets with cars. BEWARE! Be wise.!

Just "keep your head" and use vour eves!
Wait patiently till all is clear.

Then cross the tracks and have no fear.

CHICAGO SURFACE LINK

of the public
schools, and it is
hoped that the il-
lustration in col-
ors and the verse
contained on the
calendar will prove
of educational val-
ue to the school
children. In some
of the schools the
verse has already
been set to music
and other verses
added so that they
may be sung. The
object of the jingle
was to appeal par-
ticularly to the
children, and it is
believed that, to-
gether with the
picture, it will
prove of value in
r e d u ci n g acci-
dents. The picture
is a special paint-
ing prepared and
published by the
Manz Engraving
Company, Chi-
cago, and copy-
righted by the Chicago Surface Lines. Arrangements
may be made for reprints of the illustration and the
verse upon application to the railway company and by
payment of a nominal royalty. The calendar is repro-
duced in halftone in the accompanying illustration.

191L

JAN UARY

2

3

4

5

6

7

1

8

9

IO

1 1

12

13

14

15

16

17

18

19

20

21

22

23;i(i

24 31

25

26

27

28

29

CHICAGO SURFACE LINES SAFETY
CALENDAR

The London England) Electric Railway is equipping
many of the passenger lifts at its stations with a semi-
automatic control. From the beginning of their in-
stallation all these lifts had limit switches actuated by
the movement of the cars to bring them automatically
to rest at the landing. Furthermore, the attendants
in the elevator could throw the gate-controlling lever to
the open position while the car was moving and the
gates would then open of themselves by pneumatic
power when the landing was reached. The elaboration
of this system that is now being used consists of the
control of the elevator and gate from the landings, no
attendants traveling with the lift.

February 19, 1916] ELECTRIC RAILWAY JOURNAL

351

Traffic Circulars

The Author Describes the Art of Planning a Trolley Folder That Will Attract Travel — Sugges-
tions Are Made on Methods of Securing Efficiency in Distribution — Some

Data on Cost Are Given
By FINLEY H. GREENE

Secretary the Matthews-Northrup Works, Buffalo, N. Y.

SOMETIMES it seems as though an operating official
is too close to the details of managing a trolley road
successfully to plan and produce a folder. In manufac-
turing lines they say the best way to compile a catalog
is to take all the inquiries the customers have sent in
for a year and make the new book answer them. Prob-
ably the traveling public could suggest the best kind of
folder for the electric road. Let us see how they can
be got to work on the proposition.

We shall assume, to start, that the road goes to a
place of some importance and that it is well equipped
and the cars are run at frequent intervals. The prob-
lem now is how to say in the most effective and efficient
way: "Come on, people, and ride on our nice cars; we
are running them, anyway, and may as well have them
filled."

The commercial traveler steps up to the folder rack
in a hotel to look the folders over. He wants to go to
Auburn or Sidney or Kokomo, and make a stop or two
en route. He knows where he wants to go, but he
doesn't know the name of your road, so (Rule One),
display the names of the important towns at top of
front cover and put the name of the road at the bottom.
The roads on the Pacific Coast seem to do this more
than their Eastern brothers, but this may be occasioned
by the heavy tourist travel out there, and also because
the Peck-Juda people usually have about three full-size

racks in each hotel, where we have only one in the East-
ern section of the country.

The page size should be 4 in. x 9 in. (Rule Two), so
the folder will stick up above the crossbars of the folder
racks and fit the pocket at the same time. If the plan
of distribution includes folder racks in the cars, they
can just as well be made to accommodate a 4-in. x 9-in.
size of folder as any other.

Folders of this kind are issued primarily to furnish
the time of all cars to and from all stations, but it is
using space to fine advantage, if available, to devote a
page or two to cuts and write-ups of the prosperous
cities reached and the attractive resorts and scenery en
route. A plan successfully followed for years by the
Cleveland, Painesville & Eastern Railway was to have
the two-page title in colors taken from the company's
general descriptive folder, and run on the time-table
forms by the color printer who handled the big folder
as well. Then the local printer later ran in the time-
table changes, using one color only. There was no space
for type talk about the scenery along the road, but the
pictures incorporated into the title pages in color gave
the traveler a good hint at what to expect. Handled in
this way, an attractive time-table folder in colors on
the two outside pages cost the company practically no
more than smaller lots of plain black time folders, be-
cause the forms had to be run in large lots, and, of

TRAFFIC CIRCULARS — TYPICAL MAP FROM TRAFFIC CIRCULAR

352

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 8

TRAFFIC CIRCLARS THREE EFFECTIVE FOLDERS

course, the color plates had already been made for the
general pictorial folder.

The road mentioned operates along Lake Erie from
Cleveland to Ashtabula and reaches many fine resorts,
so the two-page title was designed and engraved to
carry the company's station at Willoughby, the Lake
County Court House at Painesville and the ore docks
at Ashtabula. Then a bird's-eye map, in colors, of the
whole operating territory was printed to cover eight
pages, sheet size 32 in. x 9 in. The remaining six
pages were taken up with black halftones and type
matter. This folder was used in selling property and
locating cottages along the shore, securing pictures, etc.

As colors on a folder are always more effective than
plain black and white, their use becomes simply a ques-
tion of expense. In general, it might be said that one
color usually is employed for time-table editions but
that colors are required in pictorial folders to make
them so attractive that they will force themselves onto
the attention of people who don't know they want to
go where you want them to go. The difference is that a
time-table is a utilitarian thing, that tells a man when
he can go. He's more than half sold on the proposition
to start with. But here's this beautiful countryside
and the babbling brook, and the cool lake nestling in
the woods. The railway manager knows about them,
and his problem is to describe them as befits their beauty

so the people in town will come off their porches and
ride out along the line to see and enjoy.

The size and general form of the folder can be gaged
by the shape of the territory covered. If the line is
straightaway, -like the C, P. & E. from Cleveland to
Ashtabula, that's a long, narrow folder, 32 in. x 9 in.
Or if the field squares up pretty well, make it a square
sheet 16 in. wide and 18 in. deep, so it will fold to
4 in. x 9 in.

Without exception, there should be a map. People
want to know where they're going, and their ignorance
of locations, even near home, may be appalling to the
average railway man. But he should remember that
locations are a part of his business, and the traveler
may have arrived from Russia two years ago and spent
the interim sewing in a New York loft. How many
. people can sketch the relative locations of Albany, Troy,
Schenectady, or Washington, Baltimore, Philadelphia?

And while a patron can see where he is going with
a black map on a time-table, it is advisable to picture
the country in colors on the map and in the general
folder. A clever artist will make a bird's-eye view of
the territory that will bring out all the natural beau-
ties in four colors. Usually, on a map, we find black
used for the foundation plate, which carries all names
of places and connecting lines ; blue for water, buff or
olive for a tint over the whole surface of the land, then
using red for the line of the road issuing the edition.
Beautiful examples of color maps of this kind are those
of the Duluth Street Railway, Spokane & Inland Empire,
New York State Railways, Schenectady Railway Com-
pany and Ohio Electric Railway.

It is a serious mistake (Rule Three) to print time
on the pages of a general folder if it is issued in large
quantities. In case the time changes, the beautiful
folder is wasted. Some years ago, an official in Illi-
nois led me into the stationery storage room and showed
a boy at work trucking folders to the furnace. "Never
again for me," he said; "the folders were doing good
work, and I want more of them at once, but I shall put
pictures into the time pages and issue a time-table
separately."

When a color map is engraved, the black plate should
be made so it can be run without the colors in the time-
table editions.

Efficiency in Distribution

We know how time-tables are displayed in folder racks
at all points along the line and especially at junction

TRAFFIC CIRCULARS — BIRD'S-EYE VIEW OF MAUCH CHUNK RAILWAY FROM TRAFFIC CIRCULAR

February 19, 1916] ELECTRIC RAILWAY JOURNAL

353

points and terminals, but the suggestion is made that
this distribution should not stop at that. Time-tables
should be displayed along the connections and at points
beyond terminals. For instance, a road operating out
of Buffalo should have time-tables in the racks at Erie,
Dunkirk, Westfield, Jamestown, Niagara Falls, Hamil-
ton, Tonawanda and Loekport.

It is somewhat more difficult to distribute pictorial
editions so that each copy will count. Every Sunday
school, business house and fraternal society likely to
go on a picnic should receive a copy by mail. One day
a week, Friday usually, it is advisable to run a reading
notice in the newspapers calling attention to the
trip and offering the folder. Display of expensive pic-
torial editions in the cars has usually been found too
expensive, because it does not get the copies into the
homes where the trips can be planned, and it often is
pointed out as waste circulation to give a man a folder
when he is already taking the trip. One trolley official
has analyzed his distribution of folders to a fine point.
He mails new time-tables to the sales managers of all
large concerns in his cities and to all their traveling
men whose names he has, while the pictorial folder goes
out each spring to another officer of the same concerns,
but it has been learned by personal calls that this offi-
cial has charge of the company picnic. This same
trolley official has found that it pays him, just before the
Fourth of July each year, to distribute his pictorial
folder in the best residential section of the city. He
takes care to reduce waste by having his own men do
this work. He instructs them to ring the bell, and when
it is answered say just ten words as they hand in a

folder: "Lake ■ (naming the resort) is a fine place

to spend the Fourth." Of course, he gets an enormous
traffic on the holiday. He might get most of it anyway,
but he figures he has the public started, going to his
resort, and his experience and records prove that they
keep going all summer. Folders are mailed out of town
on receipt of 4 cents in stamps.

Something on Cost

Now, this article would not be complete without a few
words about the cost of a suitable folder. First comes
the map. It is advisable to have a good one stamped
in wax, with all names clean and clear. People's eyes
are trained to read newspaper type, and maps are al-
ways better when all names are set up in type and
punched into a wax pattern. It is true that this process
is more expensive to start with than a copy drawn by
hand on tracing cloth and photoengraved onto zinc, but
the names drawn by hand often vary in size and style
and become hard to read when reduced into the print-
ing plate. The cost of a map should be considered
separately from the printing price of the folder — say
$150 for a black map and $350 if in four colors. An-
other advantage of the wax map is that no drawing is
required. The engraver prepares his own rough copy
and then cuts lines with a graving tool and stamps the
names with type.

The next cost to consider in issuing a time-table is
setting the type. This usually is expense to be incurred
but once, for most printers are willing to keep it stand-
ing in the forms ready to print, so the type may be used
again for subsequent editions simply by correction of
the items affected by time changes. For the pictorial
folder there is no time to set, but we have instead the
halftones to engrave for illustrations and the descrip-
tive text to compose, but this usually is straight reading
matter than can be set by machine. After the map is
made and type set, the time-table usually can be run in
a 10,000 lot for $50 to $100, depending on the number
of pages. The color folder is, of course, more expensive.

The question often is asked whether it is better for

a road operating to points of historic interest to name
them right in the map or run reference numbers there
and index the names in the margin. Our experience
shows that historic points mean as much traffic as some
cities and should have as prominent a showing on the
map.

"Saturday Evening Post" Answered*

A Criticism of One of Its Recent Editorials Telling
What " Good Service " Really Is

BY JOHN A. BEELER, DENVER, COL.

CITY TRAVEL

Seems to us we have not dropped into any American city
any time the last ten years without finding it in more or
less of a throe over local transportation. Occasionally it is
jitneys, but usually it is the street cars. It might help
some if a few basic facts were generally understood.

In the first place, there is no such thing as a good city
street car service. There never has been and probably
there never will be. Perhaps the nearest approach to it
is in Washington; but in Washington there are really no
rush hours. The only rush that occurs in Washington is
the rush for the pie counter when a new administration
comes in, every four or eight years.

Elsewhere the typical situation is that a majority of
those who ride at all want to ride in certain limited
periods, morning and evening. If facilities were provided
to carry them all comfortably, with a seat for every pas-
senger, those facilities would lie idle the greater part of
the day and bond interest would be in default. Obviously,
there is no good street car service unless there is always
a seat for every passenger.

That is like looking for a dodo or any other unobtainable
object. The practicable goal is, not a good service but one
that is least bad. For a good service there must be other
means of transit than the standardized 5-cent surface,
elevated or subway scheme, because if those schemes
provide equipment to carry the rush-hour crowds in com-
fort they will not earn a return on their investment. If
they do earn a return on their investment they will not
carry the rush-hour crowds in ccmfort.

The 10-cent motor buses do not take very extensively,
but the time is almost at hand when everybody with 10
cents will have an automobile. That may prove the
solution. — From "Saturday Evening Post," Jan. 8, 1916.

THE above editorial appeared in the Saturday Even-
ing Post of Jan. 8 this year. Now the Post is a real
paper and I, being a traction manager for the best part
of my life, became deeply interested when I read the
sweeping statement that "In the first place there is no
such thing as good street car service."

I rubbed my eyes and reread the article, noting espe-
cially the definition which in the writer's opinion con-
stituted good service, viz. : "Obviously, there is no good
street car service unless there is always a seat for every
passenger."

The article then goes on to show the practical im-
possibility of complying with this requirement, at the
same time leaving the thought, probably unintention-
ally, that there is very little if anything worthy of
commendation in traction companies.

Now, even though contrary to the belief of editorial
writers generally, traction men have some feeling.
True, they may not be the most sensitive people in the
world, but to be summarily dismissed, once and for all,
bag and baggage, in a single sentence to ignoble con-
demnation seems like a trial without judge or jury with
only the executioner present.

Why not just say "weighed and found wanting"?
That would be shorter and more concise. But that
would not do, for the subject has not been weighed.
If it had, the condemnation would, at least, not have
been so sweeping.

In the first place, I want to mention some "basic
facts" that should, I believe, underlie good city street
car service.

The frequency of the headway, the scope of the sys-
tem in the territory served, the routeing of the lines,
the transfer privileges, the smoothness of the tracks,
the character of the rolling stock, the courtesy of the
employees, the price charged for the service, etc. Any

♦Text (slightly modified) of a letter sent by the author to the

Saturday Eveninq Post.

354

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 8

one of the above might rank equally important with the
seat requirement if it were not for the fact that they
are taken as a matter of course.

Suppose the rule was a seat at all times for every
passenger. During certain hours of the day and night
probably two-thirds of the present street car service in
the United States could be discontinued and yet provide
the required seat. True, the present rush-hour service
would have to be increased. Possibly a sufficient saving
could be effected in the non-rush hours to do this. How-
ever, would this really be an improvement? Isn't the
frequency and the regularity of the service during
eighteen or twenty hours a day a more important factor
than "always" a seat for everyone during the rush-hour
period?

Nearly every business has its rush period. When a
man steps into a popular cafe he may have to wait for
an unoccupied table. At the barber shop he waits for
his turn as "next" ; in a big store it is sometimes neces-
sary to wait for a clerk. We stand in line at the teller's
cage at the bank, at the post-office, at the ticket window,
etc.

Now, Mr. Editor, you probably say in answer to this :
"Yes, but even after I wait for the car I cannot get a
seat." That may be true during the rush hours. But
on the other hand, neither do we always get the par-
ticular table at the cafe desired, or the barber preferred,
or our favorite salesman, or the best seat in the house.
At the best we take our chances after waiting. Why
condemn only the street car company and not these
things generally.

To maintain a good service during the non-rush hours
and also to provide seats for everyone during the rush
hours is indeed a very difficult and expensive task, but
Denver has practically solved this question, and the
great majority of her citizens, if asked, will state em-
phatically that she enjoys good city street car service
in this and in every other respect. As every street rail-
way man knows, seats during the rush hours means not
only extra cars, but extra power plants, extra equip-
ment, more substations, more transmission and feed
lines, more carhouses, more men — all involving heavier
operating expenses and greater overhead charges, in-
cluding interest, insurance, taxes and depreciation on
additional plant and equipment.

By far the greatest problem with most companies is
the securing of men to man the cars for the rush hours
only. If a company has to pay a whole day's wage for
one or two trips, it would, with a 5-cent fare and a free
transfer, soon be bankrupt, as the Post shows. But
great advancement is being made throughout the coun-
try, even in this matter of more seats during rush hours,
and it may yet be solved without raising the fare during
the rush hour in order to encourage travel at other
hours, which plan would be unpopular. To-day, in
Denver, an average of more than 90 per cent of all pas-
sengers carried during rush hours secure seats, except
for an average distance of about six blocks. During
rush hours we double the seating capacity by attaching
large, commodious, light-weight trail cars to the regu-
lar motor cars, and on certain lines we more than
double it by adding additional trains of this character.

These trail cars are manned with conductors re-
cruited from the Denver University and the various
high schools. The hours do not interfere with the
studies of the young men, who are thankful for a few
hours' work for which they receive the regular wage
rate. It makes better men of them, besides assisting
many a worthy young man through school and college,
and their duties are performed in a manner entirely
satisfactory to the company and to its patrons.

About ten years ago I inaugurated this service, grad-

ually increasing it from time to time, until it now covers
practically the entire system. It has proved beneficial
not only to the young men, but to the regular men by
reducing the extra list. It is approved by parents,
teachers and the public, and it has enabled the com-
pany to solve the rush-hour problem without encounter-
ing the minimum wage proposition.

Of course there are badly-managed traction compa-
nies, giving poor and inadequate service, but should all
traction service be condemned on this account? After
all, what industry has made greater strides in advanc-
ing health, happiness and prosperity than the trolley
by making it possible for those of moderate circum-
stances to live in the fresh air and sunshine and yet
retain their city employment? Philadelphia is an ex-
ample of marvelous traction development and improve-
ment, which should be a matter of special pride to the
Post.

Where is there any one thing for which a person can
secure as much for his money as from a traction com-
pany? I anticipate your answer here. You will say
the Saturday Evening Post, and it is truly marvelous
what you do furnish the reader for 5 cents. You are
only enabled to do this, however, by the large revenue
received from your valuable advertising pages. Thus,
after all, it is advertising which makes it possible for
you to furnish your remarkable service. Were the trac-
tion companies able to secure a like proportionate gross
revenue from advertising they could almost afford to
carry patrons free.

The conclusion reached by the editor, that the solu-
tion may lie in the fact that when everyone with 10
cents will have an automobile, is not likely to be realized,
especially in cities of any importance. Denver, with
its broad, smooth streets, has considerable congestion
now with only 7000 autos on the streets. If every fam-
ily owned its own auto some 50,000 machines for the
225,000 people would be required, and the congestion
during the rush hour would be intolerable. But how
much more so would it be in the larger and more densely
populated cities of the East? Every avenue and thor-
oughfare would be choked for hours. One day's trial
would demonstrate the futility of this. The dear old
traction car with all of its faults would be welcomed
back with outstretched and eager arms, as in Chicago
after a day or two cessation of operation on account
of the recent strike, or as it was in Denver after the
great deluge of snow in December, 1913.

The regrettable thing is that one rarely if ever sees
a word of commendation for traction companies, men,
or service in any of our great periodicals, when there
is so much that could in all fairness be said in their
behalf.

Endowment for Fellowship in
Electrical Engineering

Under the terms of an endowment made by Clarence
Mackay, of New York City, jointly with his mother,
Mrs. John W. Mackay, the University of California has
established two John W. Mackay, Jr., fellowships in
electrical engineering, of an annual value of $600 each.
The fellowships are open to all properly qualified univer-
sity graduates. The object is not to facilitate ordinary
engineering or scientific study, but to enable students
who have completed a college course to do advanced re-
search work in electrical engineering, with a view to
aiding the advance of the application of electricity to
scientific and industrial purposes. A form for use in
applying for a John W. Mackay, Jr., fellowship in elec-
trical engineering may be obtained from the recorder of
the faculties, University of California, Berkeley, Cal.

February 19, 1916] ELECTRIC RAILWAY JOURNAL

355

Traffic Studies in Lafayette, Ind.*

The Author Describes the Results of Recent Street Railway , Private Automobile , Jitney and
Pedestrian Traffic Counts on a Loop Line Connecting Two Distinct
Districts of a City of 20,000 Inhabitants

By D. D. EWING

Assistant Professor of Electrical Engineering, Purdue University

IN view of the present general interest in transpor-
tation and highway engineering problems, it is
thought that a brief summary of the data thus far ob-
tained in a traffic study recently made at Lafayette,
Ind., may be interesting to electric railway, highway
and municipal engineers.

The objects of the study are the determination, in
so far as is possible, of (1) the sufficiency of the pres-
ent street car service; (2) the magnitude of the jitney-
bus operations and their effect on the street car serv-
ice; (3) the character, the volume and the hourly, daily
and seasonal variations of the traffic passing over the
levee which joins Lafayette and West Lafayette.

This levee carries most of the traffic between the two
places. It is new, as the disastrous flood of 1913 de-
stroyed the old one. The paving is wooden block.

According to the 1910 census the population of La-
fayette was about 20,000 and that of West Lafayette,
3800. These figures do not include the 2000 students of
Purdue University, most of whom reside in West La-
fayette during the time the University is in session.

The car traffic observations were made on the Purdue
Line of the Lafayette street railway system. This line
runs west from the courthouse square in Lafayette,
across the Main Street bridge over the Wabash River
and the levee above mentioned, along State Street, West
Lafayette, to Waldron Street, north on Waldron Street
to Seventh Street, east on Seventh and Thornell Streets
to Salisbury Street, thence south to State Street again,
thus forming a loop which incloses the main campus of
Purdue University and a portion of the residence and
business sections of West Lafayette. The route, with
the main stops properly located as far as scale of dis-
tance is concerned, is used as the abscissas of the graphs
in Figs. 1 and 2. The route length is 3.04 miles.

Some data on the headway of cars and weather con-
ditions which existed during the time of the autumn
observations are given in Table I. The so-called "regu-

* Abstract of a paper presented at the annual convention of the
Indiana Engineering Society, held in Indianapolis, Feb. 3 to 5.

30

20

10

io 0
fe 40

CD

5 30

20

"^■Seating Zap

acity

8:00 A.M.

j — ,

Seating /
Capacity

745 A.M.

30
20
q 10

Seating Capacifg

« 0

•30

20

' Seating Capacity \

-c K n t i s

_3 SI EJ Pi

^ 0

— 1 y. j>

LAFAYETTE TRAFFIC — FIG. 1 — MAXIMUM LOAD "OUT" AND "IN,
SATURDAY, OCT. 30, 1915; FIG. 2 — DISTRIBUTION GRAPH,
AVERAGE FOR SATURDAY, OCT. 30, 1915

lar" cars are operated around the loop in both direc-
tions, that is, when they arrive at the State Street end
of Salisbury Street, instead of going on into Lafayette,
the passengers are transferred and the cars turned back
around the loop in the opposite direction. As operated
the Purdue line is really part of what the street rail-
way company calls its "Purdue-Oakland line." The out-
bound traffic over the Purdue line, therefore, does not
all originate at the courthouse square but some comes
from points farther east of the Oakland line. Also as
the courthouse square is a transfer point, some pas-
sengers are transferred to the Purdue line from other
lines. Likewise, the in-bound passengers do not all
stop at the courthouse square. The tripper cars start
at the courthouse square. They do not run around the
loop, however, but are turned back at the Ladies' Hall
entrances to the University campus because the traffic
beyond this point is light. The tripper car route length
is 1.22 miles.

The jitneys usually operate between the courthouse
square and Southworth's (see Fig. 1), although occa-

Table I — General Data
Headway between cars :

Regular pars 15 mia.

Tripper cars 5 min. ( 7 a. m., 1 p. m., 4 p. m., 10 p. m. )

7 ya min. (remainder operating day)

Seating capacity of cars 88

Seating capacity of jitneys 4

Length of car route S.04 miles

Length of jitney route 0.85 miles

Time and weather conditions :

Saturday, Oct. 30, 1915, warm and clear.

Sunday, Oct. 31, 1915, cool, clear and windy.

Wednesday, Nov. 10, 1915, cool and clear.

sionally some of them go as far west as do the tripper
cars. The jitneys are, therefore, operating in direct
competition with the tripper cars, except that some of
the tripper car passengers are carried on transfers from
other lines, or are transferred to other lines at the
courthouse square. Jitney operation is not regulated,
although special licenses are required. Most of the
jitney cars are Fords. The jitney operators may be
divided into three classes: (1) Those who make a reg-
ular business out of the work; (2) workmen or others
who hang out a "taxi" sign while on their way to or
from their regular work, or who operate only during
the evening rush-hour periods; (3) farmers who come
into town and run their automobiles in jitney service
during Saturday afternoons and evenings. By reason
of the good paving and the large amount of short-haul
traffic, conditions are very favorable for jitney service
between Lafayette and W§st Lafayette.

Various data regarding the street car traffic are given
in Tables II and III. The average number of passen-
gers per trip was low, varying between 19.6 and 25.4
per cent of the seating capacity of the cars. The trip-
per car traffic was much lighter than that carried by
the regular cars. On Saturday, the day of heaviest
street car traffic, the average number of in-bound pas-
sengers per tripper car was only 3.5. The correspond-
ing number for the regular cars was 10.5. It appears,
therefore, that the greater part of the street car traf-
fic is long-haul traffic.

As shown in Table III, the percentage of overloads

356

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 8

Table II — Street Car Traffic

Data

Satur-

Sun-

Wednes-

Day

day

day

day

Number of trips regular car out

71

64

68

Number of trips regular car in

70

62

67

Number of trips tripper car out

124

98

99

Number of trips tripper car in

126

98

101

Total trips, all cars, out

195

162

167

Total trips all cars in

196

160

168

Total trips all cars both ways

Total passengers, regular cars, out....

391

322

335

968

905

695

Total passengers, regular cars, in

.734

769

538

Total passengers, tripper cars, out

371

255

239

439

361

349

Total passengers, all cars, out

1,339

1,160

934

Total passengers, all cars, in

Total passengers, all cars, both ways. .

1,173

1,130

887

2,512

^,290

1,821

Average load per car, both ways

6.4

7.1

Average load, per cent seating capacity

22.8

25.4

3.9.6

Table III — Street Car Overload Traffic Data

Day

No. of overloads, regular cars, out
No. of overloads, regular cars, in.
No. of overloads, tripper cars, out
No. of overloads, tripper cars, in.
Number of overloads, both ways
Overloads, per cent total trips. . .

Time, maximum load, out

Time, maximum load, in

Saturday
5
3
1
0
9

2.3
7.45 a. m.
2.45 p. m.

Sunday Wednesday

6
4
1
0
11
3.4
5.00 p. m.
9.15 a. m.

1
1

0
0
2

0.56
7.45 a. m
7.15 p. m.

was extremely low, for the different days varying be-
tween 0.56 and 3.4 per cent. As here used an overload
is denned as a load in excess of the seating capacity of
the car, no account being taken of the passengers
"standing by preference." On days when the University
is in session the maximum load "out" is usually car-
ried by the car which leaves the courthouse square at
7.45 a. m. and is due to students living in Lafayette
who are on their way to 8 o'clock classes. This over-
load is not usually excessive and, as shown in Fig. 1,
the next "in" trip is light.

The lower graph, Fig. 1, is plotted with passengers
in the car as ordinates, and main stopping points, spaced
to scale, as abscissas. The number of passengers leav-
ing the car at a given point is indicated by the height of
the offset in the graph at that point. The shaded area
indicates load in excess of seating capacity. Beyond the
point marked "switch" the traffic is very light and the

observer changed at this point to an in-bound car. The
upper graph shows the load conditions for this "in"
trip.

Graphs representing the averages of all "in" and
"out" trips for Saturday are shown in Fig. 2. Sloping
lines indicate a change of load between main stopping
points. In connection with these graphs the various
areas are of interest. The area between the seating
capacity line and the axis of abscissas is a measure of
the total seat mileage per trip. Similarly, the shaded
and unshaded areas are, respectively, measures of the
empty seat mileage and passenger mileage. The ratio
of passenger-miles to total seat-miles for the average
"in" trip is only 0.173 and for the average "out" trip,
0.186. The passenger-miles per trip divided by the
number of passengers per trip gives the average length
of ride, which in this case for the in-bound trip is about
1.6 miles, transfer passengers neglected.

The graphs of Fig. 3 indicate the number of pas-
sengers carried by the cars for the various hour periods
of the operating day. It will be noted that the "in"
peaks and "out" peaks do not come simultaneously.

A careful study of the car traffic data leads to the
conclusion that from the standpoint of car seating
capacity and schedule, the service is better than the
traffic demands justify.

In Table IV are summarized the jitney traffic data. It
will be noted that, while the number of passengers per
trip only averaged 1.5, the total number of passengers
carried by the jitneys is comparable with the number
carried by the street cars. In fact, the data show that
the jitneys carried about two and one-half times as
many passengers as the tripper cars. Apparently the
short-haul passengers preferred the jitney as a convey-
ance. Bad weather conditions would undoubtedly affect
this preference. In the present case the preference
seemed to be at least partly due to the fact that the

In
t-

Out

"7

q —

r -

i

=1

J" -I..

--1--J--

Pig 3 — Total Car Passenger Loads, Satur-
day, Oct. 30, 1915

fiax.sd

..:/ \

Oaf

r- J

r-|

j. -J

=1 —

-1

-

l

5 A.M. 3 A.M. EM.

160

>40

Max.2H
Ir

i J{ !
• i

r—j__

~0uT~

. j

i
i

L-1

...

..i-r-

n

— i
I

-i

_

L.

Fis r Pedestrian Traffic, Saturday, Oct.
B' 30, 1915

H 240

UJ

h zoo

o
i—

- 16

HI

ix. 29
i — »

j L-

~ t— 1

1
1

> 1

Out
— K

r- rJ
i

i

— ' —

""1

— i —

L_,

^ °6A.M 9A.M.

Time

Fig. 4 — Jitnev Passenger Loads, Saturday,
Oct. 30, 1915

x./SSO

Out

In
""W

i

i

|

=F

L_.

) '

L-.

Max. 1 fa

...

h

tic

x.1280

In
i —
J

1 — \

1

=j —

i
i

■

i ,

l

6 A.M. 9 A.M. 12 M 3RM. 6RM. 9P.M. 12 M
Time

Fig. 9 — Cars, Autos, Jitneys and Other
Vehicles, In and Out, Saturday,
Oct. 30, 1915

480
£ 420

13

§ 360
"2

o 300

£ 240
a

o

h- 180

Time

Fig. 6 — Total Traffic, Saturday, Oct. 30, E 120
1915 ^

a 60

£ o

640

2. *&o

e

3 320

£ 160
H

0

In
\ — i

n

! t

—

Out

i | 1

l__

L

Time

Fig. 7 — Total Traffic, Sunday, Oct. 31, 1915

6A.M. 9A.M. IZM. 3P.M. 6PM 9P.M. 12 M.

Time

Fig 8 — Total Traffic, Wednesday, Nov. 10,
1915

A.M. 9A.M. IZM, 3PM. 6P.M. 9P.M. EM-
Time

Fig 10 — Cars, Autos, Jitneys and Other
Vehicles, Both Ways, Saturday,
Oct. 30, 1915

Diagrams Accompanying
Traffic Studies in
Lafayette, Ind.

February 19, 1916] ELECTRIC RAILWAY JOURNAL

357

Table IV — Jitney Traffic Data

Day Saturday Sunday Wednesday

No. of jitneys operating (approximate) 23 12 19

Total jitney trips, out 709 380 446

Total jitney trips, in 772 371 452

Total jitney trips, both ways 1,481 751 899

Total jitney passengers, out 1,194 632 697

Total jitney passengers, in 1,180 506 623

Total jitney passengers, both ways. ... 2,374 1,138 1,320

Ave. passengers per jitney, both ways. 1.60 1.52 1.47

Table V — Jitney Earnings

Day Saturday Sunday Wednesday

Total jitney earnings $118.70 $56.90 $66.00

Average earnings per jitney per day $5.15 $4.83 $3.47

Average number trips per jitney. 64.4 62.6 47.3

Average earnings per trip, cents. . 8.0 7.6 7.3

Ave. earnings per jitney-mile, cents 9.4 8.9 8.8

Table VI — Other Traffic Data

Day Sat. Sun. Wed.

Number of private autos, out 901 1,165 661

Number of private autos, in 940 1,123 708

Number of private autos, both ways 1,841 2,288 1,369

Number of passengers, private autos, out 2,268 3,801 1,453

Number of passengers, private autos, in 2,433 3,614 1,564

Number of passengers, private autos, both

ways 4,701 7,415 3,017

Number of other vehicles, out 451 312 324

Number of other vehicles, in 618 329 376

Number of other vehicles, both ways 1,069 641 700

Number of passengers in other vehicles, out. . . . 758 556 621

Number of passengers in other vehicles, in. . . . 812 599 489
Number of passengers in other vehicles, both

ways 1,570 1,155 l.llo

Number of pedestrians, out 2,094 2,474 1,177

Number of pedestrians, in 2,489 2,641 1,370

Number of pedestrians, both ways 4,583 5,115 2,547

time necessary to make the trip was far less with the
jitney than with the street cars. This difference of
time in favor of the jitney would partly disappear if
the speed limit ordinances were rigidly enforced, al-
though by reason of its fewer stops, the jitney, if oper-
ated at the same maximum speed as the cars, could be
expected to maintain a higher schedule speed.

The financial data of Table V have been computed
from data given in Tables I and IV. On account of
the fact that the number of jitneys operating varied
throughout the day, too much stress should not be
placed on the average earnings per jitney per day. The
jitney owner working from twelve hours to eighteen
hours per day would be likely to earn considerable more
than the average. The short-haul makes the jitney
earnings per mile rather high even if the average load
is small.

The graphs in Fig. 4 show the number of passengers
hauled by the jitneys on Saturday during the various
hour periods between 6 a. m. and midnight. The graphs
in Figs. 5 and 6 give similar data for the foot traffic
and total traffic respectively. It will be noted that these
graphs are similar in general shape.

In Table VI is given a summary of all traffic other
than that previously discussed. "Other vehicles" in-
clude all those not specifically classified.

Total traffic graphs giving the number of people
passing "in" and "out" during the various hour periods
of the other two days are given in Figs. 7 and 8.

Figs. 6, 7 and 8 may be compared for the purpose of
studying daily total traffic variations. The graphs
show clearly the special traffic conditions encountered
on Saturdays and Sundays as compared with those en-
countered on week days. It may be noted here that the
days on which observations were made were average
autumn days and the graphs do not contain abnormal
peaks. The peaks indicated were, depending on the
hour and day, caused by shoppers, amusement seekers,
clerks, workmen, churchgoers or other similar waves of
traffic.

In Table VII is summarized the total passenger traf-
fic for the three days and for a week, the latter being
estimated on the basis that the Wednesday traffic was a
fair average for the five week days. The crews of the
street cars and jitneys are not included in these figures.
Considering the population from which the traffic is de-

Table VII — Passenger Traffic Summary (Both Ways)

On«

Time Saturday Sunday Wednesday Week

Street car passengers 2,512 2,290 1,821 13,900

Jitney passengers 2,374 1,138 1,320 10,100

Private auto passengers 4,701 7,415 3,017 27,200

Other vehicle pasengers 1,570 1,155 1,110 8,275

Pedestrians 4,583 5,115 2,547 22,425

Grand total 15,740 17,113 9,815 81,900

Per cent total :

Carried by street cars 15.9 13.4 18.6 17.0

Carried by jitneys 15.1 6.7 13.5 12.*

Carried by private auto. .. . 29.9 43.3 30.6 33.1

Carried by other vehicles. . 10.0 6.7 11.3 10.1

Pedestrians 29.1 29.9 26.0 27.4

Table VIII — Vehicle Traffic Summary

Time Saturday Sunday Wednesday Week

Total trips, cars 391 322 335 2,390

Total trips, jitneys 1,481 751 899 6,730

Total trips, private auto.... 1,841 2,288 1,369 10,970

Total trips, other vehicles... 1,069 641 700 5,210

Grand total 4,782 4,002 3,303 25,300

Per cent total :

Cars 8.2 8.0 10.1 9.4

Jitneys 31.0 18.7 27.2 J6.6

Private auto 38.5 57.3 41.5 43.4

Other vehicles 22.3 16.0 21.2 20.6

rived the magnitude of the grand totals is surprising.
A study of the data indicates that on the week basis,
about 30 per cent of the traffic was "fare" traffic, and
that the street cars carried about 60 per cent of it. One-
third of the total passenger traffic was carried by pri-
vate automobiles.

Studies have been made of the car traffic in previous
years, but not for the same time of year. While data
from these studies are not directly comparable with the
data here presented, the indications are that with the
advent of the jitneys and numerous private automobiles
the street car traffic decreased about 25 per cent. It is
probable that the major part of this loss is due to the
loss in the short-haul traffic which the jitneys now
carry, but since the jitneys at the time of the observa-
tions carried 40 per cent of the "fare" traffic, it is evi-
dent that they are traffic makers themselves. By in-
creasing the riding habit of the people they may actu-
ally be of some assistance to the street railways in the
matter of long-haul traffic.

A study of Figs. 3, 4 and 6 leads to the suggestion
that the jitneys may be of still further service to the
street railways by acting as "peak absorbers." The lure
of possible fares "automatically" increases the number
of jitneys operating during the rush-hour periods and
thus lowers the demands on the street railway, provided
that the increase in jitneys does not too seriously affect
car operation by increasing the street traffic congestion.
This "automatic peak absorbing" action is of value to
the street railways if the peak is of such a nature as to
demand the use of extra equipment for a short time,
otherwise, instead of being of assistance to the railways
the jitneys are the cause of a direct loss in net income.
The fact that unregulated jitneys do act as peak absorb-
ers may well be made the basis of objection by the street
railway company against increasing rush-hour service,
is an important point.

The total Saturday vehicle traffic, "in" and "out," dur-
ing the various hour periods is plotted against the cor-
responding periods in Fig. 9. Fig. 10 is a summation
of the graphs of Fig. 9, the summation being divided
in such a manner as to indicate the distribution of traf-
fic among the various classes. For example, the inter-
cept between the "Street Cars" graph and the "Street
Cars + Taxis" graph for a given hour is the number of
jitneys passing the observation point during the hour.
The total vehicle traffic is summarized in Table VIII.

The percentages are interesting. On the week basis,
approximately 70 per cent of the traffic is automobile, 10
per cent street car and 20 per cent horse-drawn vehicles.
By comparing the average loads in Tables II and IV it
will be seen that for the same passenger traffic handled

358

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 8

four jitneys were required to carry the traffic carried
by one car. On the week basis, a little more than one-
fourth of the vehicle traffic was due to jitney operation.
From the standpoint of paving wear, these figures might
well interest the taxpayer, since the street railway pays
directly for a strip of the paving, and in proportion to
the assessed value of its property helps to pay for the
remainder, while jitney owners in communities where
there is no jitney regulation pay little or no tax on their
equipment and only nominal license fees. As traffic con-
gestion affects the safety and welfare of the public the
figures should be of interest to municipal authorities as
well as the public at large.

A brief summary follows of some of the more im-
portant points brought out by the study, the figures
given being approximate:

1. From the standpoints of seating capacity and
schedule the street car service was better than the au-
tumn traffic demands justified.

2. The jitneys carried more of the short-haul traffic
than did the street cars.

3. The average earnings per jitney-mile were 8.9
cents.

4. One-third of the people going from one town to the
other rode in private automobiles and 30 per cent paid
fares.

5. Seventy per cent of the vehicle traffic was due to
automobiles, 10 per cent to street cars and 20 per cent
to horse-drawn vehicles.

6. On the basis of the same number of people car-
ried the jitney vehicle traffic was four times the car ve-
hicle traffic.

The writer desires to express his indebtedness to M.
Q. Allen, L. A. Hurley, H. H. Fisher, K. Kline and C. G.
Bach, seniors in the School of Electrical Engineering,
Purdue University, who collected the original data and
plotted the traffic graphs, and to Jack Abbott, superin-
tendent Fort Wayne & Northern Indiana Traction Com-
pany.

Safety-First Exhibit in New Haven

The New Haven Public Library Arranges* Material
Donated or Loaned by Manufacturers and Rail-
ways Into an Attractive Safety Exhibit

BY KENNETH C. WALKER
Head of the Department of Technology, New Haven Public Library

EARLY in the month of November the New Haven
Public Library had an offer from the industrial de-
partment of the New Haven Y. M. C. A. of the loan of
the United States Steel Corporation's safety exhibit.
From this offer plans were laid at once, with the co-
operation of A. B. Dickson, industrial secretary of the
Y. M. C. A., for an enlarged exhibit. Inasmuch as the
safety-first movement largely relates to industries the
planning and general direction of the enlarged exhibit

GENERAL VIEW OF NEW HAVEN LIBRARY SAFETY EXHIBIT

SAFETY-FIRST POSTERS AND PHOTOGRAPHS SHOWN IN EXHIBIT

was logically undertaken by the technology department
of the library.

As a result of a careful survey of the field and well-
directed inquiries, more than forty firms sent ma-
terial, either as gifts or loans. Among the railway op-
erating and manufacturing companies which exhibited
were the following: American Mason Safety Tread
Company; Boston Elevated Railway; Brooklyn Rapid
Transit Company; Connecticut Company; General
Electric Company ; Nachod Signal Company ; National
Safety Council, Chicago, 111. ; New York, New Haven &
Hartford Railroad, and Public Service Corporation of
New Jersey.

The accompanying illustrations give a general idea
of the exhibit. Although much of the material was in
the form of photographs and posters, there were many
pieces of apparatus. A special demonstration of the
pulmotor was one of the features. Already requests
for this exhibit have come from different sources, one
request suggesting that we make a suitable exhibit to
send around to other cities in this State. It is quite
likely that such an exhibit will be sent to libraries in-
terested.

To obtain the necessary publicity, the industrial de-
partment of the Y. M. C. A. had several hundred invi-
tations printed and mailed to people of importance and
distributed freely among the shops and carhouses. The
vice-president of the street railway company very kind-
ly consented to our request to have signs placed in
vestibule windows worded, "Be Careful, Safety Always,
Wait Until This Car Stops," and dashboards bearing
the notice, "Look Both Ways Before Crossing the
Street, Safety Always."

New Gasoline Line to Operate in
the Southwest

A new 43-mile line, known as the California Southern
Railroad, is now under construction in the Palo Verde
Valley of California from Blythe Junction on the Santa
Fe Railroad to Blythe. The line is standard gage and
at first will be operated by gasoline, but later will
probably be operated by steam. Eighteen miles of the
line have already been completed and the company ex-
pects to complete 25 miles within the next thirty days
and the 43 miles to Blythe by this spring. The line will
traverse a rich mining district. The officers of the com-
pany are: President, J. M. Neeland, who built the
Pan-American Railroad in Mexico and various other
lines ; vice-president and general manager, C. H. Beggs,
formerly vice-president and manager of the Frisco
System; secretary and treasurer, J. R. Grant; vice-
president, J. H. Borders ; general freight and passenger
agent and auditor, W. F. Burnett. The general offices of
the company are in the Investment Building, Los
Angeles, Cal.

February 19, 1916] ELECTRIC RAILWAY JOURNAL 359

Railway Operation in Cleveland*

Efforts Made in Cleveland to Reduce Cost of Operation in Order to Permit Low Fares Under
Tayler Ordinance — Details of the Service Rendered and the Actual Cost of

Operation Under This Ordinance
By F. W. DOOLITTLE

Consulting Engineer, New York City, and Formerly Director Bureau of Fare Research, American Electric Railway Association

IN 1903 Tom L. Johnson was re-elected Mayor of
Cleveland upon a platform pledging the establish-
ment of competing 3-cent fare railways, together
with possible municipal ownership, etc. For several
years after this date the street railway situation at
Cleveland was in a very unsettled condition. Various
proposals were made by the company but rejected by
the city; others were made by the city and rejected by
the company. Franchises were given to newly-organ-
ized companies to operate in limited districts at a
3-cent fare; but no real progress was made.

Tayler Ordinance

Finally, however, a settlement was reached through
the referendum approval on Feb. 17, 1910, of the Tayler
ordinance, granting a renewal of the street railway
franchises to the Cleveland Railway and fixing the
rates experimentally at 3 cents cash fare and 1 cent for
transfer with no rebate.

The features of the plan, as later amended, were
briefly these :

1. The city of Cleveland, through its Council and its
street railroad commissioner, was to prescribe the
service.

2. The revenues were to be credited to an "interest
fund" established at $500,000 by an initial payment of
that amount by the company.

3. To cover costs of operation, the company was to
be allowed: (a) For maintenance, depreciation and
renewals 4 cents per car-mile during January, Febru-
ary, March, April, May and December; 5 cents per car-
mile during November, and 6 cents per car-mile during
June, July, August, September and October; (b) for
operation 11.5 cents per car-mile, these allowances be-
ing computed on the basis of total car mileage less all
yard and house mileages, all mileages made by service
equipment and 40 per cent of the trailer car mileage.

4. Interest at 6 per cent was to be calculated on the
agreed valuation at the date of the taking effect of the
ordinance, plus the value of such additions and better-
ments as should be agreed upon by the city and the
company, less the bonded indebtedness of the company.
On the funded debt interest was to be allowed as dis-
bursed. This is and has been 5 per cent.

5. If at any time after a trial period of eight months
the interest fund should amount to more than $700,000,
the company was forthwith to put into effect the next
lower rate of fare, and if the fund should fall below
$300,000, the next higher rate of fare. Ten rates were
provided for, varying from 4 cents plus 1 cent for
transfer to 2 cents with free transfers.

Experience Under Ordinance

The trial period of eight months provided by the
ordinance for the operation of a 3-cent fare plus 1
cent for a transfer was completed on Nov. 30, 1910.
As the interest fund was approximately $550,000, this

•Abstract of address delivered before Engineers' Club of St
Louis, Mo., on Feb. 9, 1916. The data upon which this address was
based were gathered in connection with the studies of the Bureau
of Pare Research of the American Electric Railway Association.

rate of fare was continued. In May, 1911, the city
asserted that the interest fund exceeded $700,000, and
on June 1, 1911, the charge for transfer was discon-
tinued. The straight 3-cent fare continued in effect
until Sept. 1, 1914.

During all this period there was a gradual accumu-
lation of deficits in the operating and maintenance
funds. At a conference of city and railway officials on
Feb. 5, 1913, President Stanley advocated an increase
in fare, while the city officials demanded the transfer of
the injuries and damage fund and the insurance fund
accumulations to the interest fund, thus obviating the
necessity for any increase in fare. Subsequent requests
for increased allowances for maintenance and operation
were refused and a decrease in fare ordered, beginning
with May 1, 1913, to 3 cents cash, two tickets for 5
cents and 1-cent charge for transfer. The company
thereupon demanded arbitration in accordance with the
terms of the ordinance.

Arbitration of 1913

As a result of their investigations the arbitrators
found that the allowances for maintenance, deprecia-
tion and renewals were inadequate. The overdraft of
$323,597 in the fund they decreed should be liquidated
in such amounts from time to time as could be trans-
ferred from the interest fund without reducing the in-
terest fund below $400,000. They were unable from
the evidence, however, to determine satisfactorily
whether the prevailing allowances should be increased,
and decided that the company should again start with
the presumption that the average allowance would pro-
vide an adequate maintenance, renewal and deprecia-
tion fund, because officers of the company, having long
experience, accepted this appropriation in the framing
of the measure. The allowances for operation were
deemed insufficient. The over-expenditure on Feb. 28,
1913, of $259,592 was taken care of by the transfer on
July 31, 1913, of the whole amount from the interest
fund, and the board unanimously determined that there
should be an increase of 0.6 of a cent per car-mile, mak-
ing an operating allowance of 12.1 cents per car-mile,
effective March 1, 1913,

The accumulated amount of $216,002 in the reserves
for injuries and damages and for insurance was cred-
ited to interest fund on July 1, 1913, under the finding
of the arbitrators, that the practice of the company
of maintaining an accident fund, to which was credited
currently 0.8 of 1 cent per car-mile and to which were
charged all expenditures under this account, could not
be justified under the ordinance. A similar finding was
made with regard to the insurance fund, so that since
that date, March 1, 1913, the company has not main-
tained any reserve for insurance or accidents.

At the time of the arbitration there had been retired
from service certain physical property which it was no
longer possible to operate. The value of this property
had been credited to the proper account and charged
to the maintenance, renewal and depreciation reserve.
Subsequently, when an arrangement was made with the

360

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 8

city to spread the value over a period of years, a sus-
pense account was opened at the suggestion and request
of the street railroad commissioner. The amount
finally agreed upon between the commissioner and the
company for the value of the equipment retired was
$705,347.

From a practical standpoint, the operating results
disclosed at the time of the arbitration indicated that
while the plan of regulation had many admirable fea-
tures, it was nevertheless economically unsound, inas-
much as it did not permit revenues sufficient to cover
the costs of operation, to maintain the property and to
permit such a return upon the investment as would
enable the company to compete in an open market for
additional funds.

Efforts to Reduce Cost of Operation

The partial recognition by the board of arbitration
of actual costs of operation in lieu of "allowances" as
set forth in the ordinance, brought the Cleveland city
officials face to face with the problem of continuing low
fares by unusual economies in operation. There has
resulted, largely during the administration of Commis-
sioner Peter Witt, a degree of co-operation between
the City Council, the public and the railway which is
unique in American cities and goes far to explain the
unusually low costs in the conduct of the traction busi-
ness in Cleveland.

Termination of Lines in Center of City: The prin-
cipal avenues of travel in Cleveland radiate from the
business center of the city, which is located on the
lake front. There are eleven radial lines leading in a
general easterly direction and five leading to the west.
Under the present arrangement each of these lines
terminates in the center of the city. A large percent-
age of all the cars pass around one of the five loops in-
stalled in the Public Square under the direction of
Mayor Johnson. A very large proportion of all the
traffic in and out of town originates or terminates
in this square. The effect that this plan of stopping
all cars in the center of town has on the revenues is
probably not as great as the effect upon operating cost,
although it is now necessary in some cases for the rider
to pay 7 cents to get across town. The total amount
of revenue from such fares, however, is not great, and
the inconvenience of transfer at the center of the city
is the chief disadvantage with which the public is
willing to contend in order to promote the economies of
operation incident to the short routeing of all cars in
the downtown district.

Designated Stops and Effects Thereof: Altogether
about 45 per cent of the stops in the city have been
eliminated, but there has been pressure brought by
various interests affected resulting in the restoring of
certain of the eliminated stops until the percentage of
designated stops at present has increased from 53 to 64.
One very important effect of the elimination of stops
is shown in the increased speed of cars, which has
risen from 9.5 m.p.h. in 1913 to an average of 10.73
m.,p.h. in 1915. Comparative figures for this and other
properties are published in the accompanying Table I.
The elimination of stops has tended to decrease injuries
and damages arising out of boarding and alighting
accidents. Moreover, it has not brought about an in-
crease in the number of collisions, owing probably to
closer attention on the part of motormen and a knowl-
edge on the part of drivers and pedestrians that at
many street intersections cars do not stop. Special
attention has been given by the traffic police to the pre-
vention of accidents, and this efficient effort has doubt-
less been reflected in the decreased accident hazard.

Trail-Car Operation: There has been a steady in-
crease in the use of trail cars in Cleveland, the per-

Table 1 — Showing Comparative Speeds for Cleveland and

Other City Railways

Miles

Company per Hr.

Cleveland Railway :

Municipal Traction Company — 1908 9.45

Receivers — 1910 9.50

Cleveland Railway — 1912 9.50

Cleveland Railvvav — 1915 — Base 10.76

Rush 10.08

Night 11.27

All 10.73

Denver Tramway 9.74

United Railroads of San Francisco 8.57

Washington Railway & Electric Company 8.65

Chicago Surface Lines 9.04

Twin City Rapid Transit Company 9.55

Springfield (Mo.) Traction Company 7.57

United Railways Company of St. Louis 9.57

Bronx Surface Roads 8.36

Manhattan Surface Roads 6.75

Queens Surface Roads 9.60

Cincinnati Traction Company 8.70

Toledo Railways & Light Company 8.15

Milwaukee Electric Railway & Light Company 8.59

centage of mileage made by trail cars increasing from
less than 1 in 1911 to about 15 per cent at the present
time. As a result there is a saving in time resulting
from the decreased time of loading and an increase in
the track capacity due to the fact that there is no
headway between the motor and the trail ' car. There
appears to be little objection on the part of the patrons
to a schedule whereby two cars are operated together
on a headway twice as great as would be the case in
single-car operation. The acquiescence of the traveling
public in this economy was a considerable factor in the
continuance of the 3-cent fare until Sept. 1, 1914.

Extension of Lines: During the life of the ordi-
nace there has been a relatively small amount of track
constructed. Such track as has been built, however,
has been so placed as to permit passengers to move
from one point of the city to another without passing
through the region of greatest traffic density. There
is at the present time a well-defined need for certain
extensions. Recently a delegation of property owners
requested a 3-mile extension of one of the suburban
lines. The street railroad commissioner agreed to the
extension provided the property owners contributed to
the cost of construction 75 cents per foot of abutting
land, or $1.50 per foot of track. At the present time
more than $22,500 has been pledged and construction
will be begun in the near future. The fare from the
city to the point where the extension will be begun
will be 3 cents. For each 1% miles of the extension an
additional fare of 3 cents will be charged. It is par-
ticularly of interest that the building in Cleveland dur-
ing the last two years has been with slight regard to
the location of the single-fare district. Some localities
within the 3-cent area, particularly those along the re-
cently constructed crosstown lines, have shown a con-
siderable activity, but no more so than other districts
to which the fare is 5 cents. There are a number of
lines extending beyond the old city limits and on these
lines a fare of 5 cents or more is charged. It appears
that in these districts a 5-cent fare is not regarded as a
particular disadvantage.

Paving Obligations: It is a rather difficult matter
to measure the expenditures of the Cleveland Railway
for paving by a comparison with expenditures of other
companies, owing to differences in practice in distribu-
tion of paving costs as between operating expenses and
charges to capital account, and the variety of franchise
requirements under which various companies operate.
Moreover, paving costs show a very large fluctuation
from year to year. A tabulation recently prepared,
however, discloses that about 17 per cent of the charges
to way and structures of the Cleveland Railway for the
last three years went for paving, while the average for
sixteen other companies was 23.5 per cent.

Co-operation of Traffic Police: The track "hog"
does not exist in Cleveland. The traffic ordinances of

February 19, 1916]

ELECTRIC RAILWAY JOURNAL

361

the city provide that vehicular traffic shall move as
close to the right-hand curb of each street as possible,
and the utmost vigilance is exercised to arrest and con-
vict teamsters and autoists who appear to be en-
croaching upon the company's tracks. This matter is
handled directly by the police prosecutor, and it is
possible for teamsters to be arrested, convicted and
fined for interference with street cars without the
matter coming to the attention of the railway company.
So careful apparently is the police department to co-op-
erate with the street railroad commissioner in the
promotion of high schedule speeds that during two
weeks of rather frequent riding in Cleveland but one
instance was observed in which the motorman rang his
gong to warn a driver off the track.

Service Rendered Under Tayler Ordinance

Rather extensive tests were made last summer in
Cleveland with a view of determining as definitely as
possible the quality of the service furnished. The gen-
eral conclusion reached was that with an unusually
favorable distribution of residence and business dis-
tricts, with a type of equipment more quickly loaded
than is the case generally, with unusual co-operation on
the part of the patrons in the matter of the method
of fare collection, in the matter of passing quickly into
and out of cars, and in the matter of the use of trailers
and of designed stops, there is still, during both rush
and non-rush periods on many lines, a degree of crowd-
ing and a percentage of standing passengers which
places the standard of service in Cleveland below that
specified by the Wisconsin Railroad Commission in its
widely quoted service order in connection with the Mil-
waukee Electric Railway & Light Company, and in cer-
tain instances below that recommended in Chicago by the
Board of Supervising Engineers.

Density of Traffic: The passengers and car-miles
on each of the several lines were examined and the
data summarized. From an examination of figures
covering the operation of electric railways in thirteen
cities, ranging in population from 260,000 to 1,900,000,
comparative data have been prepared, on which Table
II is based. The relatively high density of traffic in
Cleveland is due to the cumulative effect of conditions
of operation later enumerated. This high density sum-
marizes some of the prevailing reasons for low operat-
ing cost.

District Served: An examination was made of the
traffic movement throughout the city by studying the
receiving and discharging areas and the neutral zone
for each line.

It is of interest to note that in many portions of the
city the neutral zone is rather wide. This, no doubt,
is one reason for the lack of jitney competition in Cleve-
land. Contributing causes are low minimum fares and
the evident unfriendliness with which the city officials
interested in the success of the ordinance view such
competition.

Rolling Stock: The street railroad commissioner
and the company have co-operated to produce several
novel types of cars from the standpoint of carrying
capacity. In the latter designs the area available for
passengers constitutes a somewhat larger percentage
of the total capacity of the car than that obtaining in
former Cleveland cars and in the cars of many other
cities. This tendency is best illustrated by the front-
entrance, center-exit type described in the Electric
Railway Journal of Feb. 20, 1915, page 364. The
speed of loading is facilitated in very many of the cars
by the use of wide doors, the absence of steps and the
collection practice.

The company has maintained an equipment register

Table II — SHOWING Relative Traffic Density as Determined
for Thirteen Cities

Total Total
Cash and Passengers Cash and Passengers
Ticket Including Ticket Including

Passengers Transfer Passengers Transfer

(per (per (per (per

Item Car-Mile) Car-Mile) Capita) Capita)

Average 6.00 8.41 267 376

Maximum 6.83 10.58 337 541

Minimum 4.66 6.35 223 255

Cleveland 6.83 9.54 330 461

St. Louis 5.54 8.50 302 466

on a strictly comparable basis for many years, and this
register indicates that on March 1, 1910, the average
seating and standing capacity of all revenue cars owned
was 113.5 passengers, and on March 1, 1915, 129.3 pas-
sengers. This is an increase of 14 per cent. The rev-
enue car-miles during the year ended March 1, 1910,
were 24,500,000, and during the year ended March 1,
1915, were 33,800,000, an increase of 37 per cent. The
product of car-miles and car capacity was therefore 57
per cent greater in 1915 than in 1910. During this
period the number of rides per year had increased from
195,000,000 to 324,000,000, or 66 per cent. On the
basis of seating capacity only, there were furnished in
1910 accommodations for 1,100,000,000 passenger-miles
and in 1915 for 1,700,000,000 passenger-miles, an in-
crease of 52 per cent, as contrasted with an increase
in passengers of 66 per cent and a probable greater in-
crease in passenger-miles owing to the building up of
outlying parts of the city, with a consequent increase
in the average length of ride. It would appear from
this comparison that the efforts made, which have been
successful in increasing the speed of operation, have
failed to keep the equipment as nearly that required
by the traffic as was the case five years ago, service
having increased 57 per cent while traffic increased 66
per cent.

Loading and Collection Practice: The present prac-
tices of loading and discharging passengers and collec-
tion of fares are designed to promote speed and reduce
expense in the matter of economies in fare collection.
A variety of methods are in use at the present time on
different lines, the method used being apparently that
best fitted to the type of traffic and car in use. The
practice also varies on the same line at different times
of the day and even between motor and trail car on
the same trip. The various practices are best illus-
trated by the following examples:

1. The ordinary car with front and rear doors will
be operated in-bound as a pay-as-you-enter car, the
passenger entering by the rear door where the con-
ductor is stationed and leaving by either door. On
the out-bound trip this car will be operated as a pay-
as-you-leave car, passengers entering at either door
and leaving by the rear door.

2. The center-entrance cars are operated in-bound
as pay-as-you-enter cars. The rear half of the car is
regarded and treated as a platform and passengers may
occupy that part of the car without paying fare until
they leave. If, after entering the rear part of the car,
a passenger desires to go forward, he is required to pay
his fare when he passes the conductor. These cars are
operated out-bound as pay-as-you-leave cars. The result
is that the passengers who leave the car at the Public
Square and those who get on at that place are enabled
to move through the doors with no delay, those alight-
ing having paid their fare upon entering the car and
those boarding paying as they leave. At the Public
Square observations taken with a stop watch indicate
that 100 people frequently pass through the doors of a
center-entrance car in three-quarters of a minute. The
movement of passengers boarding other types of cars in
Cleveland is less rapid than that for center-entrance

362

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 8

cars, and the rate of adoption of the latter type of car
during the past few years is of interest. On Jan. 1,
1913, 1914 and 1915, the percentages of center-entrance
cars in service were respectively 10, 29 and 39 per
cent.

Car Movement: The average speed of cars in Cleve-
land as computed from the current schedules is about
11 m.p.h. The speed is at present a trifle less than it
was a few months ago and it is probable that this has
resulted partly from the resuming of certain stops which
were originally eliminated and partly from the well-
known tendency of individuals and machines to slow up.
An examination of the reports of sixty-five urban com-
panies operating in other American cities, shows that
the average speed, as obtained by dividing revenue car-
miles by revenue car-hours, is 8.59 m.p.h. Values for
the various companies range from 6.85 to 9.60 m.p.h.

The effect of skip stops on car movement has already
been pointed out and is again referred to as being one
of the major factors contributing to rapid movement of
cars. The use of trail cars, with the increased head-
way thus possible, is another factor which facilitates car
movement. It is obvious that when cars are running
within a few feet of each other, a delay to one will occa-
sion a delay to a considerable number of cars, while if
the cars are run on a greater headway, the delay to the
first car is not transmitted to those following it and the
first car alone suffers.

Short routeing of cars has been practised in Cleve-
land to an extent considerably greater than is general.
The saving in car-miles thereby effected is large and
while there is some inconvenience to those passengers
who are obliged to take the car following to complete
their journey, the plan is in the interest of economy. A
provision of the franchise minimizes "car to car" trans-
ferring by requiring passengers to board a car running
to destination wherever possible.

Near-side stops are employed in the downtown busi-
ness district in Cleveland and elsewhere in the city at
intersecting lines. Throughout the remainder of the
city the stops are not determined by the position of
the intersecting streets, but are so placed as to equalize
the distance walked by patrons under the designated
stop scheme.

As has been previously mentioned, the traffic detail of
the Cleveland police force is particularly efficient in
avoiding delays to the street cars. Traffic police are
stationed at seventy-two points throughout the city,
from 8 a. m. to 7 p. m. Owing to the peculiar condi-
tions in Cleveland, the area of congestion is relatively
small and this factor doubtless contributes to the pos-
sibility of the maintenance of high-speed operation.

Number of Transfer Points: The number of trans-
fer points on the Cleveland lines is relatively small. On
295 miles of track they number but eighty-eight in ad-
dition to the general transfer points at the Public
Square. Compared with a number of other American
cities, the transfer points per mile of track indicate that
the layout of lines and general movements of traffic in
Cleveland permit the serving of the public with a mini-
mum of special work and with a minimum of delay and
confusion at transfer points. An examination of
twenty-two companies operating approximately 5000
miles of track, available for comparison with Cleveland,
disclosed a number of transfer points varying from 0.94
down to 0.18 per mile of track, as compared with 0.30 in
Cleveland and with 0.715 in St. Louis.

Car Loading: To determine the car loading, a study
was made of traffic conditions on lines carrying about
80 per cent of the total traffic in Cleveland for a con-
tinuous period of eighteen hours on a typical week day.
This study involved the observing of all radial lines at
the point of maximum loading and the determination by

actual count of the number of seats and passengers in
each direction, from 6 a. m. to midnight.

The results of this study of loading indicate that at
the point of maximum loading during the maximum fif-
teen minutes, the ratio of seats to passengers varied
from 55 to 96 with an average for all lines observed of
72.1. For the maximum hour, the ratio of seats to pas-
sengers varied from 52 to 99 with an average for all
lines observed of 78.9. These conclusions are cor-
roborated by a previous check made in October, 1914. It
was then found that during one hour from 4.50 p. m. to
5.50 p. m. for three consecutive days, the standing pas-
sengers were 27.9 per cent during the maximum fifteen
minutes and 21.1 per cent during the maximum hour.

The situation during non-rush hours, as is indicated
by the eighteen-hour check, is not greatly different from
that during rush hours. The operation of 3.7 times as
many cars during the evening rush as during the middle
of the day, shows a concentration of service probably
greater than that of any other urban system in this
country, except certain rapid transit lines in New York
and Chicago. From two to two and a half times as many
cars are ordinarily run during the evening rush as dur-
ing the middle of the day, and when this ratio is in-
creased to exceed three, it indicates either that excep-
tional service is furnished during the rush hours, or
that service during the middle of the day is consider-
ably less than would be furnished by the average com-
pany, the latter being the case in Cleveland.

An examination of the service on the individual lines
shows that the uniformly heavy lines, such as St. Clair, '
Euclid, Broadway and Lorain, are generally deficient
during the non-rush hours on the basis of the standard
of car loading prescribed by the Wisconsin Railroad
Commission, but that this standard is met during the
rush hours. On such lines as Fulton, Dennison, De-
troit, Clifton, West Twenty-fifth, Scranton, Woodland
and West Fourteenth, the service is generally bad dur-
ing the evening rush and shows a degree of overcrowd-
ing not permitted under the Wisconsin requirements, or
by generally accepted good practice.

To sum up the situation, additional service for the
entire system is required as follows: 598 additional
car-hours per day by cars already in service, and fifty-
one additional car-hours during the maximum period
and requiring therefor additional facilities. Although a
certain amount of excess service is being rendered, it
is evident that this excess service could not, in general,
be used to supplement the insufficient service elsewhere,
both on account of the difficulty of running the same
car on various lines at various times of the day and also
because of the fact that excess service in one direction
is usually necessary in order to provide the required
service in the opposite direction on the return trip. It
should also be borne in mind that more than one-third
of the "excess" shown occurs after 8.30 p. m. when head-
way requirements rather than loading requirements
govern.

In general for the twenty-two lines studied, it appears
that the particular departure from the Wisconsin stand-
ard is during the transition period and during the mid-
dle of the day. In each of these places it is, of course,
possible to furnish the required service with equipment
which is at the present time available, inasmuch as the
total number of cars in service during these periods is
less than the number in service during the rush hour.
With this in mind, it appears that in order to meet the
Wi sconsin standard, it would be necessary to increase
the off-peak car-hours by 5.5 per cent. During the eve-
ning peak there would also be required about 4.3 per
cent more cars than are now operated. These would
presumably represent an increase in investment in cars,
car-housing facilities, power plant and other parts of

February 19, 1916] ELECTRIC RAILWAY JOURNAL

363

the street railway plant which must be provided in pro-
portion to the maximum car demand.

The cost of providing 5.5 per cent more car-hours has
been computed on the basis of the average cost per car-
hour, exclusive of those operating expenses which would
presumably not be increased and exclusive of any and
all charges for taxes and interest. The cost of furnish-
ing 4.3 per cent additional service during the evening
peak has been computed by including in addition to the
costs enumerated above those costs which vary with
traffic demand, including, of course, interest and taxes.
The total costs thus obtained and necessary to meet the
service standard promulgated by the Wisconsin Rail-
road Commission amount to more than $300,000. It
may be possible, of course, in certain instances, to meet
the Wisconsin standard by shifting of cars from one
line to another throughout the day. The very great
practical difficulties of schedule making which arise
when such an attempt is made, appear to indicate,
however, that no very great part of this $300,000 could
be saved. Hence, it is evident that since the measure
of the necessity of an increased rate is but $200,000,
the present service standards in Cleveland are the
means of economy equal to at least one step in the rates
of fare.

Riding Habit: The growth of population and indus-
trial activity in Cleveland has been accompanied by a
steady increase in the number of rides per capita. This
growth in social and industrial importance has been such
as to increase materially the extent of the floating popu-
lation, which is reflected in the apparent riding habit.
In spite of the fact, however, that the extent of riding
in Cleveland is above the average, it is not obvious that
the various changes in fare are reflected to any consid-
erable extent in the amount of riding. During the past
years there have been various changes of rate of fare in
Cleveland, and a study of these data does not indicate
any marked degree of correlation between the rate of
fare and the number of rides per capita.

Psychological Factors in Measuring Service: After
examining all the physical factors, it is obvious that
there is at work in Cleveland in addition to these a fac-
tor which is of considerable moment but which it is
difficult to reduce to accurate measurement. The peo-
ple of Cleveland have been told and generally believe
that they have the best street railway system in the
country, and, as the writer knows from experience, the
most casual acquaintance both on the cars and in the
streets in Cleveland is quick to boast of the excellence
of the service and the satisfactory results of the Cleve-
land experiment.

There are no standards of service which the average
person is able to estimate or define accurately because
satisfaction is psychological and largely independent of
those elements of service which can be measured in ac-
curate terms. Inasmuch as a preconceived idea as to
the quality of service frequently determines opinion, the
general reputation of a company is of great importance.
The people of Cleveland have had pointed out to them
for five years that low fares can continue only if ac-
companied by economies in operation, and the political
capital of the party in power has been based upon the
belief of the people that "Cleveland service" is "good
service."

How great a factor this is may best be appreciated
by those who have experienced a situation in which ef-
forts have been directed toward emphasizing the idea
that whatever service the local street railway company
rendered was poor service. A headway of six minutes
in a community where the company is popular is satis-
factory, but a headway of three minutes when the com-
pany is under attack is considered poor service. The

same observation applies to standards of loading and
other criteria of service. In a word, the co-operation of
the patrons, fostered by the city government, is a ma-
terial factor in the Cleveland situation, and much that
may be complained of elsewhere is not there regarded as
poor service.

Actual Cost of Service Under Tayler Ordinance

The interest fund and the true corporate surplus have
not been at all similar during the operation of the Tay-
ler ordinance. Indeed, the true corporate surplus was
late in 1914 more than $1,000,000 less than the interest
fund.

During the five years of operation of the ordinance, it
has been possible to write off only $180,000 out of
$700,000 of abandoned equipment, all of which went
out of service during the first three years, and as the
present value of that portion of the Cleveland Railway's
plant in existence on March 1, 1910, is obviously less
than it was five years ago by a very considerable amount,
the discrepancy between the actual expenditures for
maintenance, renewals and depreciation and the allow-
ance for these expenses fails very materially to indicate
the amount by which the ordinance allowance has provsd
to be insufficient.

Aside from the wasting of physical property, the op-
eration of the Cleveland Railway has failed to yield 6
per cent on about 70 per cent of the investment, and
while under the provisions of accounting necessitated
by the ordinance there has been a decrease in the inter-
est fund of $219,012 during the last two years, there
has actually been a deficit of $379,778. Since Sept. 1,
1914, when under the terms of the ordinance it became
necessary, due to the status of the interest fund, to in-
crease rates, there has been an increase in the interest
fund of $92,146, but with labor conditions unsettled
(an increase of wages was granted to trainmen,
effective May 1, 1915, of 2 cents an hour, amounting
to about $140,000 per year), with financial and indus-
trial conditions not of the best, and with constantly
increasing costs of operation, it will probably be some
time before it is possible to reduce fares in Cleveland
again, if in fact such a time ever comes.

On March 1, 1915, the operating fund showed an over-
draft for two years of $916; the maintenance, deprecia-
tion and renewal fund an overdraft for the same period
of $478,109, and there was a deficit of $145,444 re-
maining from the total deficit converted into a suspense
account at the time of the arbitration. The sum of
the first two items, $479,025, indicates the amount by
which the allowances during the last two years have
been insufficient to meet the expenses which they were
designed to meet, and this total, together with the
amount now remaining in the maintenance suspense
fund ($145,444), indicates the contribution of over
$620,000 by the company to continuity and quality of
service since March 1, 1910, in addition to the amount
by which its property has depreciated and against
which no adequate reserve has been built up. It is of
particular interest to note that under the present sys-
tem no reserves, such as those for injuries and dam-
ages, insurance and other provident funds, can be built
up. It is obvious that this is in violation of well estab-
lished principles of sound accounting and business
prudence.

With respect to depreciation, it appears that the
ordinance contemplates that the maintenance of all
physical property, as well as its depreciation, shall be
met from an allowance of approximately 5 cents per
ordinance car-mile. During 1914, the allowance per
actual car-mile — that is, per car-mils in which the mile-
age of trail cars is given full weight — was 4.75 cents.

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ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 8

Depreciation alone on a well-operated plant will not
be less than 3.75 per cent of the cost new of the physical
property. The 1909 valuation of the property operated
by the Cleveland Railway was $27,596,366, and since
that time there has been invested in additional prop-
erty $6,747,555, making the cost new of the present
plant $34,343,921. Of this amount 3.75 per cent is
$1,287,900. This is 3.8 cents per actual car-mile for the
year ended Dec. 31, 1914. This leaves of the allowance
of 4.75 cents but 0.95 cents per car-mile for maintenance
of all physical property. The average expenditure in
1912 of nearly 1000 electric railways in the United
States for maintenance (not including depreciation)
was 5.75 cents per car-mile.

While the allowance under the Cleveland ordinance
might cover either depreciation or maintenance, it is
obvious without a more extended analysis that any
company attempting to meet both maintenance and de-
preciation charges out of this allowance of 4.75 cents
per car-mile is attempting the impossible. It was to
have been expected that the Cleveland company would
necessarily over-expend this allowance for maintenance,
depreciation and renewals. This over-expenditure has
already amounted to $623,000, and it is certain that the
item "deferred maintenance" will be one of increasing
importance. Attention should again be called to the
$700,000 of property which was retired about three
years ago and which still appears in the balance sheet
to the amount of $553,002, as "road and equipment
suspense." The necessity of meeting the cost of prop-
erty retired is inevitable, whether the loss is insured
by a proper reserve or amortized after the property is
retired. The difference is that car riders in the future
will pay for losses incurred for the benefit of car riders
in the past.

In the matter of taxes, the Cleveland Railway is in
a unique position. It is to the evident interest of the
city to keep expenditures of every kind at a minimum,
and there is pending at the present time an action to
have the assessment of the company reduced for the
last two years. This action was brought following the
adoption by the City Council of a resolution requesting
the street railroad commissioner to direct the company
to ask for a rehearing before the Tax Commission on
the question of valuation and to refuse to pay taxes on
an amount in excess of $19,000,000. In the meantime
charges are made monthly on the basis of the assess-
ment now under dispute, and the amounts thus accumu-
lated are included in the interest fund. In case the city
is successful in its fight to have the assessment lowered,
there will be, after the payment of taxes for the last
two years, a balance in this tax reserve fund which will
be credited to the interest fund. It is impossible to state
at this time how much this will amount to, but it will
probably, even in the event of a particularly favorable
decision, not be large enough to change materially the
status of the interest fund.* The company is not re-
quired to pay any car license fee, and it is freed from
certain obligations in connection with paving.

With regard to the charges made for interest, interest
on funded debt and bills payable is charged to the in-
terest fund as payments are made. When securities are
sold at a premium, the amount of this premium is
credited directly to the interest fund, and when securi-
ties are sold below par, the discount is amortized
through monthly charges to the interest fund. Interest
is allowed on outstanding stock at 6 per cent per annum,
but since the outstanding stock is materially less in
amount than the actual capital investment prior to the
adoption of the present working agreement, the fixed

•Since this was written the suits have been decided by Judge
Vickery of the Common Pleas Court adversely to the company,
but it is understood that an appeal will be taken.

rate of return guaranteed by the city is more nearly
4 per cent per annum on the cost of the property than
6 per cent, as would appear from a casual reading of
the ordinance.

The balance sheet indicates that in addition to the
depreciation of the physical plant for which no reserve
has been maintained, and which has amounted to no
inconsiderable figure during the last five years, there
has been an operating loss of $1,465,026. Had interest
been paid during this period on the $10,000,000 of stock
which was surrendered in 1908, this operating deficit
would at the present time have amounted to approxi-
mately $1,750,000.

Conclusions

From the study of costs in Cleveland and the survey
of operating and traffic conditions peculiar to Cleve-
land, the following conclusions may be drawn:

1. While the regulating ordinance contemplates fix-
ing the rates of fare to conform with costs, the actual
costs of service have considerably exceeded those rec-
ognized by the ordinance, owing to the inadequacy of
allowances for operation and maintenance, the failure
to provide reserves for injuries and damages and insur-
ance, and the failure to make due provision for de-
preciation.

2. The actual value of property used for the trans-
portation business exceeded that recognized by the ordi-
nance, owing to the arbitrary reduction of the cost new
of physical property to approximately 70 per cent of
such value. To reproduce identical facilities for ren-
dering transportation service would require an invest-
ment in excess of that assumed in the ordinance.

3. The rate of return provided in the ordinance, or
6 per cent, is not comparable with the rate of return
necessary to attract money into the urban transporta-
tion business under conditions where, unlike Cleve-
land, such return is not guaranteed.

4. The actual costs of operation per passenger are
considerably less than those of urban transportation
systems in other American cities, owing to the co-opera-
tion of the public and the City of Cleveland. The skip
stop, headway as high as five minutes on heavy lines,
the use of trailers and short routeing, the loading and
collection practice and the regulation of vehicular
traffic are evidences of this co-operation. These inno-
vations have had a substantial effect on costs.

5. The scheme of ordinance regulation as provided
in Cleveland retards the extensions of existing lines
and will in time no doubt materially affect the distribu-
tion of population.

6. The service rendered is found to result in a degree
of crowding and a proportion of standing passengers
which discloses a standard of service below that pre-
scribed as adequate in other American cities.

7. While the average rate of fare per revenue pas-
senger is now generally 3 cents with 1 cent for trans-
fers in conformity with ordinance costs, the increase
of actual costs of operation reflected in the deficiencies
of operating allowances leads to the conclusion that the
car-riding public of Cleveland may expect to face the
alternative of higher fares or poorer service.

8. In view of the property abandoned, which is only
now partially written off, it would appear that the
present generation of car riders is receiving trans-
portation costing in excess of fares paid, leaving future
generations to pay for equipment worn out from past
service. In effect, such a process of paying for the de-
preciation of the property results in converting physical
property values into service rendered, and if continued
would affect the security of the property which the
ordinance is pledged to safeguard.

February 19, 1916]

ELECTRIC RAILWAY JOURNAL

365

American Association News

At a Meeting on Feb. 5 President Henry Addressed the Milwaukee Company Section, His Subject Being
"The Relation Between the Public and the Electric Railway Companies — Meetings at Denver
and Washington Were Also Addressed by Prominent Speakers

DENVER TRAMWAY SECTION

The thirty-second monthly meeting of the section was
held on Jan. 27, with 100 persons in attendance.

The program- was opened with a paper on "Efficiency
Engineering," by Edward A. West, efficiency engineer
of the Portland Railway, Light & Power Company. He
was followed by H. N. Wheeler, the United States for-
est supervisor, with headquarters at Fort Collins, Col.,
who displayed a number of lantern slides and described
the work of the forestry department. After the lectures
the speakers were bombarded with questions by the
members, and many interesting details of their subjects
were thus brought out.

MILWAUKEE SECTION

At the meeting of the section held on Feb. 5, the
guest of honor was Charles L. Henry, president of the
association, who spoke on "The Relation Between the
Public and the Electric Railway Companies." Five hun-
dred persons attended.

Following President Henry's address brief reports
were made as follows:

Results of the medical benefits and the reduction of
illness due to the Employees' Mutual Benefit Association
medical work, by Dr. C. H. Lemon, chief surgeon.

Results to date of the operation of the bonus plan
in the transportation department, by G. Kuemmerlein,
superintendent of transportation.

Results of the operation of the premium system in
the rolling stock department, by W. C. Bolt, shop ac-
countant.

Brief description of the profit-sharing plan installed
in the rolling-stock department, effective Jan. 1, 1916,
by H. A. Mullett, superintendent of rolling stock.

The social philosophy of the company in developing
its various profit-sharing plans, by S. B. Way, vice-
president.

After the more serious part of the exercises had been
concluded an original one-act musical comedy, entitled
"Brewster's Hennery," was presented by the educational
and social auxiliary of the Benefit Association, all of
those participating being employees of the company.

The accompanying halftone shows the gathering,
with Mr. Henry on the platform.

CAPITAL TRACTION SECTION

This section, which was organized a month ago with
eighty-nine charter members, has now 117 enrolled, and
is growing rapidly. At the meeting held on Feb. 10,
the speakers were Frank J. Hogan, attorney of the com-
pany, and R. G. Simms, treasurer. During the evening
Division Superintendent E. L. Grayson, on behalf of the
motormen and conductors, presented former Manager
D. S. Carll with a gold watch as a token of esteem.

Mr. Simms outlined the history of the Capital Trac-
tion Company and its predecessors, and explained in
detail the handling of fares. He stated that the present
company came into existence in 1895, its predecessors
being the Rock Creek Railway, incorporated in 1888,
and the Washington & Georgetown Railroad, incorpo-
rated in 1862. The latter operated the first car line in
the city, the fare being 5 cents. This company was the
successor of the Vanderwerken Bus Company, which
had two lines, on each of which 6 cents was the fare.
A bus ride from Thirty-second and M Streets to the
Navy Yard, 4% miles, cost 12 cents, To-day it is possi-
ble to ride more than 10 miles for 4 1/6 cents.

Mr. Hogan spoke of the great opportunities in the
railway field for the young men to-day, and cited as
an example the life of the late Henry Hurt. Mr.
Hurt started his career in the lowly position of water-
carrier in the Washington & Georgetown Railroad
stables, and advanced step by step until he became presi-
dent. Mr. Hogan claimed that similar achievements are

MEMBERS AND GUESTS IN ATTENDANCE AT THE FEBRUARY MEETING OF MILWAUKEE COMPANY SECTION; PRESIDENT HENRY IS

SHOWN ON THE PLATFORM

366

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 8

possible to-day as "the golden age of opportunity is not
behind but ahead of us."

Musical numbers by local talent formed part of the
program, as did the announcement by the membership
committee of the reception of twenty-eight new mem-
bers, the majority of whom were motormen and
conductors.

WASHINGTON RAILWAY AND ELECTRIC
SECTION

The February meeting of the section was held on
Wednesday of this week, with the members of the com-
mercial section of the Potomac Electric Power Company
as the guests of the railway section. After opening the
meeting, C. S. Kimball, president of the section, turned
the meeting over to John C. McLaughlin, of the power
corporation, who called upon Colonel Truesdell, former
commissioner of the District, The colonel described
what engineers have done to make the city beautiful.
Then Col. W. W. Harts, U. S. A. engineering corps,
officer in charge of public buildings and grounds in
Washington, gave an illustrated lecture on the develop-
ment of the city, and outlined plans which will soon be
submitted to Congress for the further improvement of
the city.

In taking the chair to introduce Colonel Harts, Colonel
Truesdell stated that he personally had asked for the
first charter for an electric railway in Washington, the
Eckington & Soldiers' Home line, later the City & Sub-
urban Railway, and now a part of the Washington Rail-
way & Electric Company.

COMMUNICATIONS

The Amendments to the Constitution

Washington Railway & Electric Company

Washington, D. C, Feb. 15, 1916.

To the Editors:

I am in receipt of your invitation to express my views
concerning the amendments adopted at the recent con-
ference of the association at Chicago. Under ordinary
circumstances I would not care to discuss the matter
further, for the reason that my views, as expressed at
the conference, were so distinctly at variance with those
of others in attendance. Yet, I would rather like to
say a word in order that my position may not be mis-
understood.

I am keenly interested in the welfare and success of
the association, and believe that the maximum amount
of co-operation and assistance should be extended by
the manufacturers both as individual companies and as
an organization. There appeared, however, to be a lack
of understanding as to what would be accomplished by
the adoption of these amendments and, furthermore, as
to what the final effect would be upon the status of the
Manufacturers' Association. For these reasons it
seemed to me the matter might be left in abeyance
until the manufacturers themselves could have a clearer
knowledge of the purposes sought to be attained, and I
urged that the matter go over until the fall convention.

It developed that in holding this view I was in a
hopeless minority, but being a good soldier and willing
to abide by the judgment of the majority, I sincerely
hope that the amendments adopted will bring about all
the good results hoped for, and believe that the manu-
facturers should generally accept the invitation which

has been extended to them to join the American Asso-
ciation, in the belief that in so doing they will
strengthen the electric railway industry as a whole and
in that way work for their own interests. It is apparent
that we all have a common purpose, and no mere matter
of ^administrative detail should be allowed to interfere
with the accomplishment of what we are all working for.

W. F, Ham.

President Henry's Letter

Drew Electric & Manufacturing Company
Indianapolis, Ind., Feb. 15, 1916.

To the Editors:

I have noted in your issue of the 12th inst. President
Henry's open letter respecting the recent amendments
to the constitution and by-laws of the American Asso-
ciation, permitting manufacturers, dealers and the tech-
nical publishers to become members of the association.
Past-President Allen, President Henry, Mr. Brady and
the others who conceived and presented this measure
have to some extent "pioneered" but have undoubtedly
established a wise precedent that will be followed by
other associations. I am informed that some associa-
tions extend the privilege of the floor to its allied appli-
ance manufacturers, and in some few cases the right of
vote is extended. It is certainly a mark of confidence
and a compliment to the manufacturers that they should
be called into the councils of the parent association.

That the move is not wholly unselfish is suggested by
President Henry's letter. He believes that the associa-
tion needs the manufacturers. If we can be of service
we should answer the call, as it is impossible to conceive
a constructive act of the American Electric Railway
Association that will not bring its proportionate return
to the manufacturer. No manufacturer should overlook
the fact that the electric railway is the medium through
which he extracts his little share of the fractional
"nickel" from the public's spending money. If we are
then, as manufacturers, only once removed from the
source of our revenues, it seems logical that we should
move up to the front with our associates and give them
our heartiest assistance and best advice when requested.
We must stand ready to shoulder any duty that will
tend to improve, stabilize or increase their business,
because on their success the manufacturer stands or
falls.

In his reference to the work of the future, Mr. Henry
refers to the attitude of our opponents. Personally I
am not disposed to consider the general public, or any
considerable portion thereof, as extremely hostile to
the electric railway industry at this time. Whatever
small unfairness may exist is due to lack of under-
standing. The public generally is coming to regard the
electric railway now as a business, fundamentally the
same as any other business. It permits its state,
municipal and civic representatives to come with words
of assurance and to take part in our meetings fre-
quently. The people do not antagonize factories,
stores, shops, newspapers and other commercial serv-
ants. It encourages and patronizes them. It would
seem that the street railways and interurbans should
soon enjoy this same treatment.

I believe it should be emphasized, publicly and other-
wise, that the electric railway business is basically the
same as any other legitimate business. Its patrons,
both present and prospective, should be courted and
considered as its friends and not its opponents. We as
manufacturers have a golden opportunity to increase
good-will and light in our respective communities. As
members of the American Electric Railway Associa-

February 19, 1916] ELECTRIC RAILWAY JOURNAL

367

tion we can present our own ideas for consideration at
its meetings, and at the same time learn of the ways
in which we can be of use to the association.

I believe the manufacturers can do valuable service
in every department and in every activity of the asso-
ciation if permitted to become an integral part, and our
efforts be better directed and of greater effect. It is
obvious that there is a community of interests which
calls for unity of action. J. H. Drew, President.

Energy-Input Method of Determining
Motormen's Efficiencies

Sangamo Electric Company

Springfield, III., Feb. 14, 1916.

To the Editors:

Believing that in Mr. Chappelle's article entitled
"Fundamental Principles of Car Operation Efficiency"
in the Jan. 15 issue of the Electric Railway Journal
there are several misleading comparisons made of the
two devices now on the market for determining motor-
men's efficiencies, comparisons that might easily be
wrongly construed and give rise to prejudice in favor
of the coasting method of determining efficiency, the
writer takes occasion to defend the energy-input method
on the points on which it is assailed, and to question
the soundness of some of Mr. Chappelle's deductions.

Mr. Chappelle, at great length, and by the aid of a
series of speed-time curves dealing exhaustively with
the subject, arrives at the apparently logical conclusions
that the "best efficiency occurs with the highest rates
of acceleration and braking," and that the "increased
coasting percentage is practically proportional to the
decrease in energy." Based on the premises which Mr.
Chappelle has chosen to assume, these conclusions are
no doubt correct, but it is the writer's opinion that
there are many more factors affecting efficient car op-
eration than the ones the author considered in at-
tempting to solve this very complex problem. "The
proof of the pudding is in the eating," and if Mr. Chap-
pelle's conclusions will not hold in examples other than
those used to prove his case, then the conclusions must
have been based on unsound premises. Had Mr. Chap-
pelle qualified his conclusions, and limited them within
the bounds of the conditions he cited, there could be no
disputing his contentions, but his sweeping statements
must be challenged.

One important factor of operation that vitally af-
fects energy input and coasting is the relative locations
of different stops and the effectiveness of their antici-
pation by the motorman. In actual city operation, the
average motorman has no idea whatsoever of the par-
ticular blocks at which he will be compelled to make his
average number of stops per mile. These stops may be
"bunched" considerably at certain parts of • the run,
and may be spread out considerably over other sections
of the run. Under such conditions it is possible for
a good motorman to effect great economies in energy
consumption if he anticipates probable stops. The
accompanying graph illustrates a typical run of four
city blocks made by two motormen equally proficient in
rapid acceleration and braking. It also shows an in-
stance where the "best efficiency does [not] occur with
the highest rates of acceleration and braking," and
where the increased coasting percentage does not vary
even "practically with the decrease in energy." For
this diagram, there has been assumed a 23-ton car, 93-A
Westinghouse motors, a low gear ratio of 3.58, all of
which are data that Mr. Chappelle has used in preparing

his diagrams. A normal acceleration of 1.5 m.p.h.p.s.
and a braking rate of 2 m.p.h.p.s. have been assumed.
It is also to be noted that a retarding force 20 lb. per ton
for coasting has been used, it being believed that this
figure more nearly represents actual operating condi-
tions than Mr. Chappelle's figure of 10 lb. The mean
schedule speed for the whole run, including stops, is
8.4 m.p.h., and there are assumed ten stops per mile
of seven seconds' duration each. This graph differs from
any of Mr. Chappelle's diagrams, in that the stops are
not spaced at regular intervals over the distance, and
in that the probability of a stop at any block is given
consideration.

The sequence of operations of Motormen A and B,
through the two cycles shown in the diagram, is as fol-
lows: Both motormen start with the same accelera-
tion rate of 1.5 m.p.h.p.s. At the end of 7.2 seconds
they both "get the bell" to stop at the next short block.
A immediately cuts off power and uses all of his avail-
able time in coasting. B, however, has anticipated a
stop at this block and has accelerated with his motors
in series. When he gets the signal to stop, he does not
cut off power immediately, as he has not yet used suffi-
cient energy to carry him at approximate schedule
speed to the next stop. Instead, he still runs in series

50

120

25

100

<L>

^60
<

- o20

40

20

Zl5

10

- to

0,

Cycle I Cycle H Total

Length of Run 259 ft Length of Run 791 ft Length of Run 1050ft.

AuSched.Sp.AsB 72M.PH. Av.5chedSp.AsB li.6M.PH. Av.5ched.5p.AtB SAM. Ph.

Coasting A 25%more thanB Coasting A l2.5%moretfionB Coasting Ald7%mor?lhonB

n-i

A

•

A

'•4

— r

/fx

Scfied.

Speed

if.

'. Sched. Speed for

Av.j\

hed.Speet

A

- -Wh

ole Run '

1

...

B

llNJ

-\s —

\ ~1

\rc
P

IB

20

30 40 50
Time in Seconds

60

80

EXAMPLE OF INCREASED ENERGY CONSUMPTION ACCOMPANYING
INCREASED COASTING

until he reaches a speed of about 10 m.p.h., when he
cuts off power and coasts five seconds, then brakes down
to the stop. At the end of this cycle of operations A
has used 15 per cent more energy than B even though he
has coasted 25 per cent more, and both have made the
run in the same time. Each now has a seven second
stop. On starting again both use the same accelerat-
ing rate. A is after a coasting record, so he again ac-
celerates through series into the full parallel position.
B is again not sure whether or not he will have to stop
at the next short block, so he accelerates again with
the motors in series until he finds that he will "get no
bell," then feeds through the parallel resistance points
into full parallel. Both motormen now run three blocks,
then get the signal to stop. Both stop at the same time.
At the end of this second cycle of operations, A has
used 5 per cent more energy than B, even though he
has coasted 12.5 per cent more, and both have made
the run in the same time. At the end of the whole four-
block run A has used 8 per cent more energy than B,
though he has coasted 18.7 per cent more than B.
Both have made the run in exactly the same time.

368

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 8

In this approximately 0.2-mile run by both men, two
stops of seven seconds duration each, were made, or an
average of ten stops per mile. A and B have both made
the same schedule speed for the run, including stops. A
solely utilized the time-element factors in this opera-
tion, and made the better coasting record. B used
these same time-element factors within reasonable
limits, and by taking cognizance of probable stops,
made a lower coasting record than A, but used approxi-
mately 8 per cent less energy than A. This diagram,
representing as it does actual practical conditions of
every-day operation, refutes pretty effectively the as-
sertion that the duration of the time elements of ac-
celeration, braking and stop period are the sole factors
involved in the solution of this complex problem.

Law of Averages Always Applies

It might be well to consider here the assumption in
Mr. Chappelle's article that the law of averages does
not apply to the operating conditions experienced by
different motormen on a given route, although he has
actually invoked this same law indirectly in support of
his own contentions.

In the paragraph headed "Energy Input a Mislead-
ing Measure of Efficiency," Mr. Chappelle states that
in his Fig. 13, with three different schedule speeds and
stops per mile, the energy per car-mile is respectively
2.4, 2.65, and 3.21 kw.-hr., though the coasting in the
three instances remains the same, or 40 per cent. There-
fore, he argues that since the men are operating their
cars in the best and most efficient manner in the three
different service conditions, the coasting method, by its
resultant similar figures of 40 per cent, shows that they
have all operated at "equal efficiencies even though the
conditions of operation vary widely, as enumerated."
Mr. Chappelle indirectly hints that a comparison of the
three energy-input figures tells nothing whatsoever of
the relative efficiencies of the three motormen, but he
probably does not know that energy-input figures are
compared in a far different and more ingenious manner.
First, it is to be premised that more than one man will
work on each of the three schedules, and actual practice
has proved that over a period of one or two weeks quite
a number of men will have encountered an equal amount
of the same conditions, and therefore they can be fairly
compared with the men who have worked in the same
class of service. In other words, a regular motorman
who does a whole day's work will have periods of light
traffic that will counterbalance his periods of rush-hour
traffic, and over a period of time the average severity
of the conditions he has encountered will be about the
same as those of his fellow workers in that class of
service. It is on this basis that the efficiencies of motor-
men are obtained by the energy input method. It is
true that this necessitates the classifying of cars into
sub-classes, depending on weight, horsepower rating, etc.,
and the classifying of the service conditions on the basis
of their average severity. Such subdivisions, however,
are neither difficult nor laborious, and are essential for
the success of either system. It is possible to combine
the results of any man, no matter in how many classes
he has worked, and represent his system average effi-
ciency in car operation by one number.

Very evidently it was Mr. Chappelle's intention to
convey the idea that since the three motormen in his
example worked under varying conditions but at equal
actual efficiencies, and all made 40 per cent coasting, that
in all cases the coasting percentage was the true measure
of the men's actual operating efficiency. In other words,
he endeavors to show that the coasting time recorder
automatically handicaps the men for the more or less
severe conditions under which they work. Suppose one

would try Mr. Chappelle's formula in the case of Motor-
men A and B in his Fig. 16. He would discover that
although A and B operated at equal actual efficiencies
with the three men who made the 40 per cent coasting,
yet A made 64.3 per cent and B made 54.9 per cent
coasting. "The coasting record of the motorman, there-
fore, is [not] the correct relative measure of his actual
efficiency for variations in the number of stops per mile
or in the schedule speed that must necessarily arise in
practical operation," at least not in this case, nor in
many others that anyone interested may care to work
out.

On the same page, in endeavoring to prove the fallacy
of depending upon meters, Mr. Chappelle shows that a
good man uses 2.1 kw.-hr. per car-mile, and coasts 42
per cent against only 21.5 per cent coasting and the
same power, 2.1 kw.-hr. per car-mile, used by a poor
operator under far easier conditions. Therefore, a
good motorman, according to Mr. Chappelle's theory,
if his record was taken with meters, would become dis-
couraged at failing to see that he had used less power
even though he had done better work. Suppose, however,
that each man had a period of heavy traffic and a period
of light traffic every day, and suppose that over a period
of a week or more they both had encountered an equal
number of the same kinds of conditions. Then the rela-
tion of their average energy per car-mile over this
period would be indicative of their actual operating
efficiencies, because all unequal conditions would have
been eliminated by the law of averages.

It is gratifying to note an occurrence very similar to
the one just mentioned to the coasting percentage fig-
ures in one of Mr. Chappelle's own diagrams. In Fig.
17 Motorman C used a more efficient accelerating rate,
and made more stops than did Motorman D, and un-
doubtedly was disgusted on finding that his 100-per-
cent-efficient work gave him only the same coasting as
his inefficient fellow-worker. It would be interesting
to know if Mr. Chappelle considers this "differentiation"
desirable in the case of the coasting time recorder! And
what would the psychological effect be on Motorman C
when he discovers that it is an impossibility and a mis-
carriage of "automatic handicapping" for him ever to
top D in the records?

In the end, however, the gist of the whole matter is
that, because of the innumerable variables that are ever
present, comparisons of individual records of individual
runs are unreliable unless these variables are elimi-
nated, or unless all factors affecting operation are con-
sidered. In the past, both the coasting time recorder
and the meter have produced successful results, but
these results are due to the fact that both devices rate
the men on the basis of the average of all the conditions
encountered over a period of time. Of course, coasting
is an important indication of efficient car operation.
But to hold that it is therefor the "time element" factor
solely affecting such efficiency, under any and all con-
ditions of car operations, is unfair to say the least.

C. H. KOEHLER.

The New Zealand Government Railway Department
has recently had built by the Thomas Transmission
Company, England, a 200-hp. locomotive-coach of gaso-
line mechanical drive, which has been designed to meet
operating conditions of exceptional severity varying
from a speed of 40 m.p.h. on the level with a gross load
of 85 tons to a speed of 10 m.p.h. up a grade of 1 in 40
with the same load, the coach alone to be capable of
taking the specified grades at a speed of 28 m.p.h. Tests
conducted in England before shipment to New Zealand
showed excellent evidence of its hauling power and quick
acceleration under exceptionally heavy loads.

February 19, 1916]

ELECTRIC RAILWAY JOURNAL

369

EQUIPMENT AND ITS MAINTENANCE

Short Descriptions of Labor, Mechanical and Electrical Practices
in Every Department of Electric Railroading

Contributions from the Men in the Field Are Solicited and Will Be Paid for at Special Rates.

Twin Jacks for Removing Wood Poles

BY S. L. FOSTER

Chief Electrician United Railroads of San Francisco

In taking out wood poles the work and time spent can
be much reduced and the appearance of the poles great-
ly preserved over the old method of prying them out
with steel bars by using two ordinary 10-ton ratchet
jacks borrowed from the track gang. This method,
shown in the cut, has been used for many years on the
United Railroads of San Francisco. ,

The earth is removed around the pole about the top
of the ground, a wrapping of heavy chain is put on for
the jacks to push against, planks are provided to dis-
tribute the pressure of the bases of the jacks and the
pole is quickly hoisted up to a point from which it can
be easily pulled over by a rope previously attached to
its top, the time of pulling having been selected so that
the leverage of the pole is so nearly counterbalanced by
the resistance of the earth that the pole comes down
gradually and escapes the danger of being broken by
the fall.

This two-jack method was found more satisfactory
than the use of a single jack which acts more to push
the pole against the side of the hole opposite to the jack
than to raise it vertically.

The chain bites into the soft wood of the pole and
mars it a little but its use is far preferable, as to result-
ing appearance of the pole, to the old way of lifting the
pole out by jabbing digging bars into the pole for use
as pries. This jacking-out way is also more rapid than

TWIN JACKS IN PLACE FOR POLE REMOVAL — PREFERABLE TO THE
USE OF ONE JACK OR DIGGING BARS

the digging bar method and can be more closely regu-
lated.

For pushing wood poles along a trench the single
jack standing across the trench at the ground level and
acting more or less vertically serves the horizontal
progress purpose excellently.

For moving extra heavy box-girder poles the jacks
are laid flat in the bottom of the trench and act against
the block of concrete horizontally.

In electric light and power and in telephone and tele-
graph work where the poles are set in the excavated
material and merely to sustain a vertical load, and
where no side stresses other than wind pressures are
anticipated, a single jack may suffice for taking out
wood poles, but in electric railway work where the poles
are set to sustain not only vertical pressures but large
and very "live" horizontal stresses and are often set in
broken rock, etc., two jacks are found necessary. Some-
times extensive excavation is necessary before even two
jacks can budge them.

The jacks are seen in the cut to face opposite ways.
They are thus placed so that the ratchet releases may
be on the outside and accessible for repeated use as the
chain is lowered in the progress of the pole raising.

Reducing the Bore of a Gear by Means
of the Electric Arc

BY JOHN B. BLACKLOCK

Master Mechanic Atlantic Citv & Shore Railroad,
Atlantic City, N. J.

The accompanying illustrations show a job per-
formed in the shops of the Atlantic City & Shore
Railroad in which the bore of a large wormwheel was
reduced about 1/16 in. This reduction was considered
too small to permit the satisfactory use of a bushing, so
we resorted to welding, with the result as shown. The
original bore was 3x/2 in. and the hub 8 in. long. After
boring the gear was pressed on the shaft with a force
of 15 tons.

In this and other welding jobs performed in the com-
pany's shops a water rheostat is used to control the cur-

WORM WHEEL WITH NEW METAL WELDED IN BORE, BEFORE AND
AFTER RE-BORING

370

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 8

rent and trolley voltage is used. The water rheostat
was mentioned in the issue of the Electric Railway
Journal for July 3, 1915, page 24. In the testing cor-
ner of the shops is the switchboard illustrated in con-
nection with the article and directly below it is a barrel
filled with brackish water. An iron plate suspended in
the water, forming one terminal of the rheostat, is con-
trolled in position by a handwheel on the switchboard.
The other terminal is a ground plate in the barrel
bottom.

The welding current flows through a circuit breaker,
an ammeter and a knife switch to the welding handle,
and the suspended plate is electrically connected to the
article to be welded. For all ordinary work the rheo-
stat gives no trouble, although on a heavy job taking,
say, thirty minutes, the water becomes quite hot.

Simple Method of Graphically Deter-
mining Air-Brake Leverages

BY H. M. LLOYD

Equipment Engineer British Columbia Electric Railway,
Vancouver, B. C.

With the almost universal use of air brakes on both
city and interurban equipments has come the necessity
of paying more attention to the proportions of the
levers in the truck and foundation rigging, so as to
make as nearly as practicable a uniform braking per-
centage on all cars of the same type.

In single-car operation, such as that of the usual city
service, suppose that a motorman on one shift has a car
with a high braking percentage, and has become accus-
tomed to the "feel" of his car when making the quick
stops usual in such service, and on the next shift re-
ceives a car with a low percentage. I think that he
would have some excuse for failing to stop his car on
the crossing, or even for failing to avoid a collision,
owing to the lower percentage requiring a much quicker
application of air than the last car he was handling.
Or vice versa, would he not have some excuse for piling
his passengers into the front end of the car, or skid-
ding wheels, if the car he has just taken over has a
higher percentage than the one he had before? Then in
train operation an unequal percentage is liable to cause
a surging between cars, to the discomfort of passengers,
and causing unnecessary strains upon the draft gear,
which has not the assistance of spring vestibule buffers
to steady it, as in steam road equipment.

Therefore, with a standard type of air equipment and
trucks, by adjusting the distance between the push-rod
holes and tie-bar holes in the cylinder levers, the total
leverage ratio can be adjusted to give a standard per-
centage of the light weight of the car, at least within
reasonable limits. For all equipments having the same
design of trucks, and assuming a certain maximum
application of air pressure, a curve graph, such as shown
in the accompanying figure, can be readily plotted,
from which, as soon as any car has been weighed, the
position of the tie-bar holes in the cylinder levers can
be at once determined for any desired leverage ratio.
In the chart herewith shown, which is for a city equip-
ment, the dotted line gives the locations of the hole at
V2-in. intervals. For instance, with the hole at 9% in.,
the total percentage would be between 95 and 100 (the-
oretically) on all cars weighing between 45,500 lb. and
41,500 lb., if the truck levers are correctly proportioned.

Similar graphs can be easily prepared for other
equipments, so that whenever a car has been light-
weighed its leverage can be at once checked.

On city equipments adjustments within V2-in. limits
are sufficient, as there are two or three causes which

contribute to variations in the total percentage, and
make closer adjustments impracticable. In the first
place, the "straight air" equipment general on city cars
gives maximum cylinder pressure varying with the pres-
sure in the main reservoir, between the limits of cut-
ting in and out the air compressor, which is usually
about 30 per cent of the lower limit. Again the pro-
portion of loading to light weight is greater on city
than on interurban cars. Another cause which may
appreciably offset the total light weight is found when
steel wheels or tires are used in the variation in weight
due to turning them. The principal cause, due to varia-
tion of air pressure, could be minimized by raising the
reservoir pressure, and supplying the air through a
pressure reducing valve and a small equalizing reser-
voir, but the necessity for this additional equipment
hardly warrants the added expense.

On interurban cars where automatic air-brake equip-
ment is generally used, with the addition of automatic
slack adjusters, the application pressure in the brake
cylinders is practically constant. Variations due to

27-GE-l Truck !0"x
Live Lever I9n:4" A
Dead Lever I6t'-3i'

l2"Cylinc
ir at 50 lb

1

ier

30" I

.ever

S 1

i

1 s
l /

Si

S 1

S\

i j

Limit
49,

hrlO"Cylt
OOOPounc

'nder
is

35,000 40,000 45,000 50,000

Weight of Car in Fbunds

GRAPH FOR DETERMINING AIR BRAKE LEVERAGES

loading are usually less, excepting perhaps on express
or baggage cars, because of the greater weight per
passenger of interurban equipments; and the propor-
tion of wheel weights to the whole is less. It is, there-
fore, practicable to make a much closer adjustment of
leverage, to within the limits of % in-, or even % in. if
heavy equipments are in use, and in charts for such
cases the dotted line may not be quite so useful.

The use of such charts as these assumes, of course,
that care is taken to keep all the truck levers standard
as to their proportions, and to some extent their angular
relations to each other when shoes are on the wheels.
On some types of trucks, the short end of the lever, par-
ticularly the "dead" levers is such that wear of 1/16 in.
in the pin holes may seriously unbalance the shoe pres-
sures on the opposite pairs of wheels, disturbing the
total leverage ratio, 'and increasing the tendency of cer-
tain pairs of wheels to lock and skid. This can be
largely avoided by the use of case-hardened bushings in
the pin holes.

In this connection, some well-known designs of trucks
are faulty, in the writer's opinion, in that the "dead"

February 19, 1916] ELECTRIC RAILWAY JOURNAL 371

levers are allowed to rest against stops which move with
the compression of the truck springs so that the length
of that arm of the lever is constantly changing. The
result is that the shoe pressures are unbalanced, fre-
quently enough to cause locking of the wheels. Of
course, theoretically, even this may be of advantage on
one truck, depending upon the direction in which the
car is moving, but in practice the results are more often
troublesome than otherwise.

Electric Railway Track Construction
in Paved Streets

BY THOMAS W. BLINN

Formerly Assistant Engineer Maintenance of Way Northern Ohio
Traction & Light Company, Akron, Ohio, Now With Solvay
Process Company, Syracuse, N. Y.

It has been the experience of the Northern Ohio Trac-
tion & Light Company, in track construction laid in
paved city streets, that the most approved types of rail
section, track fastenings and steel ties, with concrete
base, are necessary to withstand the extra heavy loads
resulting from increased traffic, owing to heavy modern
types of cars as well as of motor vehicles.

The standard roadbed installed on this company's
new track extensions and renewals in the cities of
Akron and Canton, Ohio, calls for 7-in. 95-lb. high
T-rail, Lorain Steel Company's section No. 400, 60 ft.
long, with Carnegie steel ties, section M-25, 7 ft. long,
41/4 in. high. This high T-rail, the company claims, is
a vast improvement over the girder rail, such as the
73-291 section. The T-rail, when taken from the mill,
is rolled with the proper distribution of metal, whereas
the girder rail breaks more easily and the fracture
shows improper metal distribution, which is possibly
due to improper rolling. As to wear, the ball of the
girder rail is worn away by the flange of the car wheels
and finally allows the car wheels to strike the tread,
causing the rail to bend inwardly, throwing the track
out of gage and necessitating the spacing of the tie
rods closer together. The T-rail does away with this
improper wear and depreciation, and allows the flange
of the wheel to wear away the head without necessarily
affecting the gage of the track.

The only argument in favor of the girder rail is its
possible use for vehicular traffic. Teamsters and driv-
ers claim that this treadway provides a smooth means
of travel for the wagon wheels and affords easier access
to and egress from tracks on paved city streets. This

COMPLICATED SPECIAL-WORK LAYOUT AT BUSY STREET INTER-
SECTION IN AKRON

RIVETING RAIL JOINTS BY COMPRESSED AIR AT 115 TONS
PRESSURE

argument is uncalled for because, in the first place, the
tracks are not for vehicular traffic, and should not afford
encouragement in that line; secondly, by the use of
proper nose-block and good grouting the same condition
can be obtained with the T-rail.

In the new work in Akron and Canton provision is
made for joint expansion or contraction, each rail
being butted in close, forming a unit construction. The
rail joints are riveted with 1 3/16-in. x 5%-in. cone-
shaped rivets, by means of an electrically-driven com-
pressed air machine, at 115 tons pressure, as shown in
an accompanying illustration. Under favorable condi-
tions a joint of six holes can be riveted in about six
minutes, averaging one rivet per minute. The com-
pany's standard calls for staggered joints in all track
work. Instead of using the Carnegie steel ties at the

SPECIAL WORK AT INTERSECTION OF DOUBLE TRACK ELECTRIC
LINE WITH CROSSING POINTS OF TWO STEAM RAILROAD LINES

372

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 8

joints, a steel twin tie manufactured by the Interna-
tional Steel Tie Company, Cleveland, Ohio, is used. The
company places 6 in. of concrete under ties, concreting
from within 5 in. from the top of the rail, and allowing
1-in. sand cushion, V2-m. crown and 4-in. Metropolitan
paving block, with nose brick at the inside of the rail,
and 1 to 4 cement grouting next to the rail. The joint
grilling is 2V2-m. x 5-in. x 5-in. standard with l^-in.
holes. Track centers for double track are 10 ft. apart.
Paving is laid in the devil strip between rails and 18 in.
outside of tracks.

The view on page 371 of a seven-eighth grand
union gives a comprehensive idea of the magnitude
and extent of trackage, and general layout required at
this busy street intersection, where two main trunk
lines meet. This installation is at South Main and
Exchange Streets, Akron, Ohio. The special work was
built by the Cleveland Frog & Crossing Company, Cleve-
land, Ohio, and 7-in. 140-lb. guard rail is used. The
layout has a hard center solid manganese center con-
struction. Switches and mates are the standard length,
13 ft. 6 in. In order to get proper car clearances here,
the track centers were built 11 ft. apart at each end of
the special work, not affecting materially the general
layout of the tracks. The spacing of the l^-in. holes
in the joint drillings was 2% in., 4 in., 4 in. For bonds,
one %-m. hole was drilled 41/2 in. from the end of rail,

Sand Cushion. ,f'Lrown

, /Brick Paving ,, l-4Grout
•-iJV S Filler

LONGITUDINAL AND CROSS-SECTIONS OF TYPICAL TRACK
CONSTRUCTION IN AKRON, SECTIONS TAKEN
BETWEEN JOINTS

in line with the splice drilling, but soldered terminal
bonds were actually used throughout the track work.
The flat terminals were soldered to the rail after the
contact area was prepared by grinding. Heat was ap-
plied by a blow torch. The 7-in. high T-rail had suffi-
cient area on the top of the rail base for bonding, and
this afforded easy access for the grinding machine.
Bonds were 24 in., 30 in. or 36 in., long, depending upon
the weight of rail and the drillings in the joints. The
company used 30-in. bonds for 80-lb. rails and 36-in.
bonds for 95-lb. rails. On this piece of special work the
bonding was installed through as well as around the
layout, connecting each piece of special work to the
copper cable which links around the special work and
linking each joint in the special work, as in straight-
away track construction.

Under railroad crossings a light 56-lb. or 50-lb. scrap
rail was connected to each track, thus forming a good,
permanent bond.

The special work described above was installed in
eleven working days under traffic in both directions.
The entire work, including paving, bonding and over-
head work, was completed in eighteen days. A Kent
Machine Company's continuous concrete mixer was
used, as shown on the tracks in the upper right-hand
corner. The average was 60 ft. per hour per single
track. A 1:3:5 mixture of Universal Portland cement,

washed sand and gravel was used. Wood ties were
placed under the special work, the total depth to the
subgrade being 19 in. The base was a 6-in. layer of
concrete, a 1-in. sand cushion was placed upon it, and
the paving was of 4-in. Metropolitan brick. Other
materials used at this intersection alone included more
than 77,000 paving bricks, 896 No. 1 white oak ties
(128 used for sleepers), nine kegs of track spikes, 422
tons of gravel, 287 tons of sand, 1958 bags of cement
for the base, and 218 bags of cement for pavers.

Owing to the crossing of two steam tracks over the
double-track electric line, a complicated system of frogs
was necessitated, as shown in a second view on page
371. Here the intersection of the Baltimore & Ohio
Railroad with the Akron-Barberton & Belt Line Rail-
way comes in the devil strip of the double-track electric
line on East Exchange Street, Akron. The rail section
here is 100-lb. A. S. C. E., with 21/2-in.-5-in.-5-in.
joint drilling. This special work of hard center solid
manganese construction was built on a heavy steel un-
derframe, furnished by the International Steel Tie
Company, Cleveland, Ohio. About 10 in. of crushed
No. 3 limestone was tamped under the frame. The
frame was concreted in three parts before placing it in
position. The whole was concreted up to the top of the
rail and welded with strips of soft metal to the special
work with a welding machine manufactured by the
Indianapolis Switch & Frog Company, shown to the
right in the crossing illustration. The use of a heavy
steel underframe welded to the special work is more or
less a matter of experiment with this company, but it
is expected to stand up against the heavy traffic and
peculiar special work layout which is necessary at this
locality.

Electric Interurbans in Spain

According to the Elektrische Kraft und Betriebe, fif-
teen of the interurban electric railways in Spain, which
include the greater part of the lines of this description
and which aggregate a single-track mileage of 183
miles, are of 1 meter gage. One of these railways,
running from Pampeluna to Sanguesa, 11 miles, is
operated by single-phase current at 6000 volts and 25
cycles; all the others use continuous current at 500-600
volts, with the exception of the 26-mile Viga-Mondariz
line, which is still, under construction and which will
use direct current at 1200 volts. Another line under
construction which will use direct current at the same
pressure is the Barcelona-Sabadel-Tarasa line. Three
lines running out of Bilbma, totaling 50 miles, will use
the d.c. 500-600-volt system. Of ordinary electric rail-
ways the Gergal-Santa Fe-Mondigur ore-hauling line
near Almeria is the only one in use. This three-phase
regenerative system was described in the Electric
Railway Journal of Aug. 15, 1914. A more important
long distance line, whose electrification was under con-
sideration just before the outbreak of the war, is that
which connects Huelva with the famous Rio Tinto cop-
per mines; this line, devoted almost exclusively to the
transportation of ore, is 50 miles long and has a gage
of 1.30 meters (4 ft. 3 in.). For its operation it is
intended to use three-phase current at 3000 volts and 50
cycles; the locomotives are fitted with two motors of
600 hp. each.

A commission nominated by the Spanish government
is at present occupied with a scheme for a steam and
express electric line from Madrid to the French fron-
tier, the termination of which will probably be at the
new Somport tunnel which passes through the Pyrenee
Mountains.

February 19, 1916] ELECTRIC RAILWAY JOURNAL

373

3.3

3.2

3.1

*0

£3.0

o
x:

CL

o

£■2.3

AM

a

'Z2.8
%2.7

i

gzo

c

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Q— 7V9/)

oso°

. 1VP<A

J

a

8Z4

2.3

$
a.

Q_

2.2

100,000 200,000

300,000

400,000

SECTOR CABLE RELATION BETWEEN DIAMETERS OF ROUND-TYPE

I AND SECTOR CABLES, OF SAME AREA AND EQUIVALENT
INSULATION THICKNESS

200.000 400,000 600,000 800,000 1,000,000 1,700.000
Copper Area of Sector Type (CircMiis)

SECTOR CABLE — RELATION OF CONDUCTOR AREAS OF ROUND-
TYPE AND SECTOR CABLES, OF SAME DIAMETER
AND INSULATION THICKNESS

Sector or "Clover Leaf" Cable

Sector cable is rapidly coming into use partly to in-
crease duct capacity. For equal copper temperatures
and conductor cross-sections a sector cable will carry
greater loads than one of the round conductor type be-
cause it affords better transmission of heat from con-
ductors to sheath.

Based on equal
rises in copper tem-
perature and equal
diameters, the cur-
rents which sector
cable and round-
conductor type can
carry are approxi-
mately in the ratio
of the correspond-
ing cross-sections.
For instance, a 2.5-
in. round-conductor
cable having a con-
ductor cross-section
of 250,000 circ.

mils has about five-ninths the current-carrying capac-
ity of a 2.5-in. sector cable which has a cross-section
of 450,000 circ. mils.

As to cost, sector cable is slightly less expensive than
round-conductor in sizes from No. 000 B. & S. gage up,
owing to the small quantities of material required.
The difference in price becomes more marked with the
larger sizes, but is not in direct proportion to the dif-
ference in amounts of materials used, as the fabrication
of sector cable is much more difficult than that of the
round-conductor type. However, for the same carrying
capacity sector cable is considerably cheaper. When

37Stmnd
350.000-
Circ.Mil
Conductor

'tf Paper Filler
„ 37/52" Paper
Insulation
vrwndeach Cond'th

SECTOR CABLE — SECTION SHOWING
RELATION OF INSULATION, CONDUC-
TORS AND SHEATH

f/sz

\9h

5

trior*

L/C

hound type

100,000 200,000 300,000 400,000 300,000
Copper Area (Circ. Mils)

armored cable must be employed, the sector-conductor
type has the additional advantages of requiring less
armoring material and possessing a larger percentage
of conductor cross-section than unarmored cable.

Other comparisons are shown by the accompanying
curves. One indicates the relative outside diameters
of round-conductor and sector cables having the same
copper areas and thickness of insulation. Another
shows the increased copper area which can be made
available in a given diameter and with a definite insula-
tion thickness by substituting sector cable for the round-
conductor type. A third diagram indicates the amount
by which the insulation thickness may be increased
without altering the conductor cross-section or increas-
ing the outside diameter by using sector cable instead
of round-conductor cable.

All of the comparisons are based on round-conductor
cable insulated for 6600 volts, that probably being the
type most commonly required by central station com-
panies. For lighter insulation walls the advantages of
sector cable become more marked, while for heavier
walls the reverse is true. With ordinary wall thickness
sector cable possesses no practical advantages for sizes
smaller than No. 000, because the theoretical gain which
can be shown for cable as small as No. 00 is offset by
the practical difficulties which are met in attempting to
maintain the sector shape of the conductors when the
cable is being formed.

SECTOR CABLE — RELATION OF INSULATION THICKNESS, CON-
DUCTOR TO SHEATH, IN ROUND-TYPE AND SECTOR CABLES,
OF SAME DIAMETER AND CONDUCTOR AREA

Proposed Tramway Extensions for
Rome, Italy

The administration of the Municipal Tramways,
Rome, Italy, is drafting a broad scheme of tramway
extensions and street improvements conjointly, which
is to be undertaken when the whole of the city's net-
work is under municipal control. Ten new lines are to
be built, and the administration plans to construct un-
derground tramway lines of moderate depth which will
represent an intermediary stage between the existing
surface systems and the deep tube line of the future,
which must be constructed when the population of the
city amounts to 1,000,000. The provisional moderate
depth underground lines are, it is stated, an actual
necessity, owing to the daily growing congestion of the
traffic in the streets of the city. The ten new lines pro-
jected are to be constructed gradually, preference being
given to radial trunk lines and the most active traffic
routes. The total length of the new lines projected is
about 1300 miles.

374

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 8

Trolley Frog with Renewable
Switch Pan

James C. Barr, Boston, Mass., states that the Elwell
Q-17 frog, shown in the accompanying illustrations, is
now used exclusively by the Bay State Street Railway
as far as new purchases are concerned. The company
has had the frogs in use about two years.

The frog consists essentially of a permanent frog
bridge to which a renewable switch pan is bolted. Both
main parts are ordinarily of malleable iron, but can be

LEFT-HAND, RIGHT-HAND (INVERTED) AND "v" FROGS

made of bronze if desired. The weight, complete with
nuts, bolts and washers, is about 9% lb. The frog is
I8V2 in. long over all, either right-hand or left-hand
style.

The frog bridge is installed with permanent guy
wires, and it is designed strong enough to bear all line
tension without buckling. The switch pan can be re-
placed in sixty seconds, as the removal and replacement
of only three bolts is involved in renewing the pan.

This operation
takes the place of
the older one, in-
volving disturb-
ance of guy wires
and trolley wires
and frog align-
ment, which re-
quired from thirty
minutes to three
hours.

Among other ad-
vantages claimed
for this frog are
the following: The
cost of renewal is
low, less than one-
half that of a new
frog, as the renew-
able pan performs
all switching duty,
while the total sav-
ing in maintenance
cost is said to be 75 per cent. No clamping devices are
required to hold the trolley wires in the grooves in the
pan, as they are snapped under strong jaws and remain
in permanent tension and alignment.

The illustrations give details of construction of the
frog. One shows, from left to right, the left-hand frog,
the right-hand frog (inverted) and the V frog. The
other is taken from a photograph of two left-hand frogs
installed at Central Square, Lynn, Mass., near the Bos-

FROGS INSTALLED IN LYNN, MASS.

ton & Maine viaduct. On account of the location near
the viaduct the height above the rail is but from 15
ft. to 16 ft., imposing hard service on the frog. The
nearer frog in the picture passes about 500 cars in
twenty-four hours and its switch-pan life is about eight
months. Cars pass this frog with controllers on the
first few notches and with consequent heavy draft of
current.

Storage Battery Substitute for
Dry Cell

A dry storage battery of practically the same size as
the standard No. 6 dry cell has recently been put on the
market by S. S. Stolp, Chicago, sole sales agent for J. P.
Mentzer & Company, also of Chicago. Unlike the ordi-
nary storage battery, this one contains a non-flowing
electrolyte in a cylindrical cell made of a paper fiber
which is proof against water, acids and electrolysis, and
is unbreakable. In the center of the cell is a tube to sup-
ply water to prevent drying out. This tube also serves
as a gas vent and as a means of taking up the changes in
volume of the electrolyte during charge and discharge.
The positive and negative elements are made from rolled

VIEW OF DRY STORAGE BATTERY COMPLETE, PLATE CONSTRUC-
TION AND PARTLY FORMED ELEMENT

strips of corrugated lead, and the electrolyte is an amor-
phous, non-crystallizing, white substance which is said to
possess exceptionally high absorbing power. Tests have
shown that the battery can be recharged an indefinite
number of times at a lower price per charge than the
original cost of the ordinary dry cell. The rating of the
battery is % amp. for forty hours, 1 amp. for eighteen
hours, 2 amp. for eight hours, or 3 amp. for five hours,
and the average discharge potential is 2 volts. The man-
ufacturers recommend this dry storage battery as a
substitute for the dry cell in the bell and buzzer signal
systems for street railway cars. The complete cell, plate
construction and partly formed element are shown in the
accompanying illustration.

As a precaution against fire the Louisville & Southern
Indiana Traction Company, New Albany, Ind., has in-
stalled a 10-hp. d.c. motor, which drives the various
wood shop tools, in a glass case. This inclosure not
only accomplishes its purpose but protects the motor
from accumulations of dust and permits visual inspec-
tions to be made while the motor is in service. The
glass case is inexpensive, yet at the same time meets
the requirements of insurance inspectors.

February 19, 1916] ELECTRIC RAILWAY JOURNAL

375

NEWS OF ELECTRIC RAILWAYS

NEW YORK TESTIMONY PILING UP
Committee Delves Into Finances of a Decade Ago — State-
ment by President Williams of the B. R. T.

The record of testimony in the Thompson investigation is
appalling. The committee has dragged its weary way late-
ly through the maze of the negotiations attending the plan-
ning and execution of the contracts for the subways now un-
der construction. Even now there exist in some quarters the
same wide differences of opinion in regard to the contracts
that voiced themselves during the negotiations. In conse-
quence of some of the testimony offered before the commit-
tee, Comptroller Prendergast, the only member of the
Board of Estimate of New York now in office who voted for
the contracts, issued a statement on Feb. 12 in which he
said that he felt it his duty to raise his voice against the
storm of misconception, and in some cases malicious repre-
sentation. In this connection he said:

"With a single notorious exception, there has not been a
single statement made during the last week regarding these
contracts which was not a matter of public discussion and
record months before the contracts were signed and the sub-
ject of the most active contention during the six weeks im-
mediately preceding the signing of these contracts. The ob-
jections made then are exactly the same things that have
now been 'discovered' by the Thompson committee. If the
record shows anything at all, it shows conclusively that
every one of those objections to the contracts was beaten
down in argument. The almost general public approbation
with which the signing of the contracts was received is all
the evidence that is required in substantiation of this state-
ment.

"I now want to refer to one notorious matter which has
been brought out by Mr. Colby; that is, the alleged collusive
arrangement' said to be a part of the contract for third-
tracking the elevated railroads. It has been maintained
that the percentage of profit to be allowed the contractor
would represent something near $2,000,000. It has been tes-
tified before the committee that Mr. Shonts, president of the
Interborough Rapid Transit Company, told a former director
of the railroad that it was necessary to make this arrange-
ment in order that certain commitments and obligations
might be taken care of. A story of this kind naturally
arouses curiosity of a serious character regarding the nature
cf these commitments and obligations.

"It is to be regretted that upon the publication of this
charge Mr. Shonts did not immediately demand a hearing
before the committee for the purpose of meeting the charge
and explaining it thoroughly. Personally, and as an official,
I hope the committee will sift this transaction to the very
bottom. It will deserve commendation for disclosing the
real truth.

"This much must be understood now, however. The city
had nothing to do with making that contract for the third-
tracking. The work was to be done by the railroad with its
own money, the city not contributing a dollar."

On Feb. 10 the New York Times published a story to the
effect that the directors of the Brooklyn Rapid Transit Com-
pany had voted a honorarium of $100,000 to President T. S.
Williams of the company in appreciation of his work in con-
nection with the subway contracts. Mr. Williams promptly
issued a statement in which he said:

"While it is of no public concern, the Brooklyn Rapid
Transit Company (not the New York Municipal Railway
Corporation) did show its acknowledgment of my services by
paying me the sum of $100,000, given, as the report of a
committee of the directors states, 'in recognition of his un-
usual services and time spent in negotiations with the city
relative to the subway contracts.' This payment was not
solicited or suggested by me. It was the voluntary and ap-
preciative act of the directors.

"I suppose the Thompson committee will in due time take

up the matter of all our expenditures under the city con-
tracts and also the city's expenditures, and we shall be glad
to give them full information. Our record is as clean as a
hound's tooth. There has not been a dollar of graft. Su-
pervision of our plans, contracts and accounts by the city
has cost the joint enterprise probably not less than $1,000,-
000 extra money, and when our part of the total cost is com-
pared with the city's we are the ones who have the greatest
cause for complaint."

On Feb. 10 H. M. Fisher, secretary of the Interborough
Rapid Transit Company, was questioned in regard to the his-
tory of the company. He was taken very briefly over much
of the ground covered by the Public Service Commission in
its investigation of traction finances in New York made al-
most a decade ago. He was also questioned in regard to the
Interborough-Metropolitan Company and its successor, the
Interborough Consolidated Corporation. Mr. Fisher said
that the Interborough-Metropolitan Company had paid divi-
dends at the rate of 5 per cent per annum for about a year
and a half, the last payment being made in July, 1907. The
Interborough Consolidated Corporation had been organized
to conform the nominal capital of the Interborough-Met-
ropolitan Company "to the present condition of its assets
and thus enable the stockholders of the Interborough-Metro-
politan Company to participate justly in its recurring annual
surplus profits, which previously were not divisible."

On Feb. 11 Senator Thompson read a letter from John C.
Wilson, who wrote that for fifteen years he had held 2700
of the 11,872 shares of stock of the Interborough Company
not owned by the Interborough Consolidated Corporation.
Mr. Fisher regarded Mr. Wilson as a chronic kicker. In his
letter Mr. Wilson said:

"I have long believed that the directors have taken advan-
tage of their position to make personal profits for them-
selves and their friends through the payment of unnecessary
and excessive salaries, bonuses, commissions, etc., and I
have endeavored to the best of my ability to expose and
thwart them."

On the same day Chairman Straus of the Public Service
Commission said:

"The public may rest assured that the present Public
Service Commission will see that the cost of construction of
the dual system will not be padded by improper or extrava-
gant items of any character. Under the contracts no items
can be capitalized until they have been formally acted on
here. If any payments have been made not warranted by
the findings of the commission no part of them will be
charged up against the city.

Mayor Mitchel had this to say on the bonus subject:

"In so far as the bonuses, if paid, as alleged, either now
or an attempt be made to add them to the construction cost
of the subways, the city should and will oppose by whatever
means it has. Beyond that I cannot say what the city will
do, because I do not know anything about it personally."

Regarding Senator Thompson's effort to reach J. P. Mor-
gan by cable in Europe, members of Morgan & Company
were quoted as saying:

"Senator Thompson's message is surprising in view of the
fact that upon Mr. Morgan's departure, a member of the
firm, in reply to the chairman's inquiry, explained fully to
him that the exact date of Mr. Morgan's return was indefin-
ite, owing to the extent of business matters that he was
obliged to cover. Mr. Morgan, it will be remembered, ap-
peared as a witness before the committee several weeks ago,
and at that time he expressed a desire to serve the commit-
tee in any way that he could. His trip to Europe was
planned as long ago as last November."

Recapitulation of the testimony before the committee
shows that in the five years since the subway negotiations
became acute, and largely on account of these negotiations
and the resulting contracts, the Interborough Rapid Transit
Company and the New York Railways spent nearly $3,500,-

376

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 8

000 on counsel. Special payments in this time totaled $316,-
032. In addition the Interborough Company paid to its legal
staff at $300,000 a year $1,500,000, the New York Railways
paid its staff $260,000 a year or $1,300,000. The New York
& Queens County Railway paid its staff $25,272 a year or
$126,360. Richard Reid Rogers was paid $30,000 a year or
$150,000 for the five years, with a bonus of $50,000, making
the total payment to him $200,000 and the grand total of
payments $3,442,392.

Theodore P. Shonts, president of the Interborough Rapid
Transit Company, was the witness on Feb. 17. He was ques-
tioned at length in regard to his previous railroad connec-
tions, his remuneration in his various positions and the bo-
nus of $150,000 voted to him by the directors and recorded in
the minutes as "for services of an extraordinary character
and of great value to the company." Mr. Shonts explained
that this was "for duties outside of those for which I was
originally employed to perform, $125,000 at one time and
825,000 at another." Most of Mr. Shonts' investments were
in Interborough-Metropolitan stock, of which he said that "I
bought more than I had a right to." Mr. Shonts also told
about Ihe conference on subway matters that he had with
the late Mayor Gaynor at the latter's farm at St. James,
Long Island. As a result the Mayor had two engineers go
over the subway data and report to him, after which the
Mayor's attitude changed and the company had a fair hear-
ing. It was explained that the retainer of $17,500 paid to
ex-Comptroller Grout of New York was in connection with
expert information supplied in regard to the finances of the
city, its debt limit and its ability to meet the obligations
which the rapid transit contracts would impose.

PACIFIC ELECTRIC IMPROVEMENTS PROPOSED
Work to Commence Soon on Improvements Which Are to
Cost Several Millions

The Pacific Electric Railway, Los Angeles, Cal., will begin
construction work this spring on improvements that will
cost several million dollars, chief among which are car shops
to be erected at the new industrial townsite of Torrance,
about 10 miles south of the city, for the joint use of the
company and the Southern Pacific Railroad. The plant will
cover a site of 125 acres. The buildings will be mostly of
steel frame construction and will be so designed as to pro-
vide for the construction of all future cars for the electric
line. It is rumored that with the completion of the plant
the Southern Pacific will abandon its shops at other places
and will confine its field of manufacturing activities to
Torrance.

The Pacific Electric Railway's present shops on East
Seventh Street, Los Angeles, handle repair work only and
provide storage facilities. They are to be vacated to make
way for a new $10,000,000 market terminal. Here new
switches and spurs of a total length of about 2 miles are
to be constructed to serve the many warehouses of the
terminal company and freight depots for incoming and out-
going produce.

The abandonment of these structures will necessitate the
construction of new carhouses and storage tracks, and in-
stead of having one large central station for the housing of
nearly all cars from all divisions, as at present, arrange-
ments have been made to provide separate stations for each
division. They will be located at Covina Junction for the
eastern division, which includes lines to San Bernardino,
Pasadena, Alhambra, Sierra Madre and Covina; at Vineyard
Station for the western division, including lines to Venice,
Santa Monica, Sawtelle, Beverly and Redondo Beach, and at
Sixth and Alameda Streets, Los Angeles, for the southern
division, including lines to Long Beach, Whittier, Santa
Ana, Balboa Beach and San Pedro. The total capacity of
these will be several thousand cars.

In addition to these improvements the company has re-
cently contracted with the city to construct tracks to serve
municipal docks and warehouses at San Pedro harbor. It is
also preparing to reconstruct a number of bridges, repair
track damaged by the recent floods, eliminate grade cross-
ings at Rose Hill, and, as previously reported in the ELEC-
TRIC Railway Journal, build an elevated line along Sixth
Street, to cost $166,000, and rearrange tracks and build
umbrella sheds at its Hill Street station.

$375,000 IN EQUIPMENT ORDERED
Lehigh Valley Transit Company Orders Fifteen Cars, Sig-
nals and Generating Equipment

Orders for new equipment to cost $375,000 have been
placed within the past few days by the Lehigh Valley Tran-
sit Company, Allentown, Pa. Following the installation of
this material, a number of changes will be made which in-
clude the possibility of the operation of three-car trains on
the Philadelphia Division and the guarding of every mile of
track operated by the company with the automatic signals.

Included in the equipment order are twelve 52-ft., all-steel,
center-entrance limited cars for use on the Philadelphia Di-
vision, to be made by the Southern Car Company, High
Point, N. C. This will provide a total of twenty-four lim-
ited cars for travel on the Liberty Bell Route. An order has
also been placed for three additional all-steel cars for use in
the Easton-Bethlehem-Allentown limited service.

To provide sufficient generating capacity in the Allentown
power station for the rapidly growing railway and commer-
cial load, an order has been placed with the Westinghouse
Electric & Manufacturing Company for a 10,000-kva. tur-
bine, the largest yet installed on the property. This will
give a total available rating of about 30,000 kva. The same
company will also supply about six 60-cycle rotary convert-
ers to enable the standardization at 60 cycles of all substa-
tions except those on the Philadelphia Division. Two new
25-cycle substations will be erected on the latter division, on
the Lehigh Mountain, near Allentown, and at Quakertown.

Orders have also been placed with the Nachod Signal
Company, Louisville, Ky., for complete automatic signal
equipment covering every line of the company not here-
tofore equipped with the automatic devices. These include
the local lines in Allentown, Bethlehem, Macungie line, the
Nazareth, Easton and Egypt lines.

For some time past surveys have been in progress looking
toward the double-tracking of the line between Bethlehem
and Easton, and when this work is completed practically the
entire system between Allentown and Easton will be double
track. As soon as permission has been granted by the Pub-
lic Service Commission, work will also be started on the
change of location of the tracks just west of Easton, where
at present the line crosses the railroad tracks on a trestle.
It is planned to have the tracks pass under the railroad, thus
eliminating a dangerous curve and an 8 per cent grade.

IMPROVEMENTS TO GALESBURG PLANT DECIDED

The Galesburg Railway, Lighting & Power Company,
Galesburg, 111., proposes completely to rebuild the boiler
room end of its plant, and will install a row of boilers facing
the present boilers. This will mean widening the boiler
room about 24 ft. This year the company will install two
500-hp. Stirling type boilers with stokers, and put in coal
and ash handling apparatus with coal bunkers to take care
of approximately 1000 tons of coal, a 250-ft. concrete stack
14 ft. at the top, and two 2500-hp. feedwater heaters, and
other auxiliary equipment. This will give the company a
most modern boiler plant. In the engine room the company
will install an 800-kw. direct-current, engine-driven railway
unit. The engine will be of the Corliss type, non-condensing,
to be used for steam heat load in the winter.

CONSTRUCTION MATERIAL WANTED

The L. A. Wells Construction Company, 34 Wade Build-
ing, Cleveland, Ohio, is in the market for 2300 tons of
steel rails and connections, soft-wood ties, 35-ft. poles,
trolley and high-tension wire, special work for overhead
construction, copper bonds, six 50-ft. cars and electrical
apparatus for power house and substation. The company
is also prepared to receive figures on grading, approxi-
mately 250,000 yd. The material mentioned is to be used
in constructing and equipping 23 miles of electric railway
to be built from Fort Scott, Kan., to Mulberry, Kan. Work
is to start as soon as the weather will permit.

The road will be known as the Fort Scott & Pittsburg
Railway. It was first projected in 1912. The company is
represented in Fort Scott by H. A. Cooper, with offices
in the^Redfield Building.

February 19, 1916] ELECTRIC RAILWAY JOURNAL

377

STATUS OF WILKES-BARRE INJUNCTION

The Wilkes-Barre (Pa.) Railway has issued the following
statement in regard to the injunction in the strike case pend-
ing there:

"In view of the confusion that seems to have arisen as
to the statement that the case of the Wilkes-Barre Rail-
way against the Amalgamated Association of Street Rail-
way Employees, Local No. 164, et al., has been continued
until March 10, it is announced that this date refers solely
to the equity division of the action, or that section of the
prayer that asks for damages. The court procedure allows
the defendants thirty days in which to file an answer to a
complaint, with such extension of time as may be agreed
on by counsel or directed by court. It is this procedure
that leads to the consideration of the question of damages
being postponed until March 10.

"In the matter of the continuation of the injunction itself
the only postponement is that necessary for the proper
transcription of the record. This, it is assumed, will be a
matter of two or three weeks, after which, upon argument,
the question at issue will go to the court.

"Inasmuch as a number of inquiries were made of the
officials of the Wilkes-Barre Railway as to their opinion of
the failure of the defendants to offer evidence, the com-
pany states that in view of the fact that the matter is now
before the court any comment would be improper and in
bad taste."

SENATE VOTES FOR OWNERSHIP INQUIRY
Joint Investigation of Government Ownership and Operation
of Public Utilities Proposed

The Senate on Feb. 15, by a vote of thirty-nine to twenty-
two, adopted an amendment directing a joint committee
of the House and Senate to investigate government owner-
ship and operation of all public utilities engaged in inter-
state commerce. The amendment was added to the joint
resolution presented by Mr. Newlands of Nevada, chairman
of the committee on interstate commerce, providing for a
joint committee of five members from each house to make
a sweeping investigation of traffic conditions along the lines
suggested in President Wilson's address convening Con-
gress. The resolution itself, to which the amendment was
added, did not reach a vote. The amendment adopted reads,
as an addition to the instructions of the proposed joint
committee:

"Also the subject of government ownership of all public
utilities, such as telegraph, telephone, express companies,
and railroads engaged in interstate and foreign commerce,
and report as to the wisdom or feasibility of government
ownership of such utilities and as to the comparative worth
and efficiency of government regulation and control as com-
pared with government ownership and operation."

Senator Borah of Idaho earnestly advocated the amend-
ment providing for an investigation of government owner-
ship of railroads. He said that in the event that govern-
ment regulation and control are found to be breaking down,
government ownership was bound to be one of the great
questions before the country. Senator Borah said the war
in Europe had done more to emphasize the question of
government ownership than could have been accomplished
in a normal way in fifty years. He referred to Germany
as the greatest example of efficiency and organization,
where public utilities are largely government-owned, and
pointed out that England and France have been compelled
to take gigantic strides in the same direction as a measure
of safety in this war. He expressed the opinion that after
the war neither country will move back to its original
status. Senator Borah said the proposal to investigate the
subject was wholly educational in intent, and he believed
the American people, as well as the Congress, would be
better equipped to meet the question if all the facts were
gathered.

The resolution and the amendment have since been passed.

In an interview which he gave last October Senator
Borah expressed the opinion that regulation was not satis-
factory to the public or to the owners of the properties. A
summary of his remarks made at that time was published
in the issue of the Electric Railway Journal of Oct. 30,
1915, page 923.

NEW MOVE IN TOLEDO INVENTORY CASE

Attorneys for the Toledo Railways & Light Company,
Toledo, Ohio, have notified the Ohio Public Utilities Com-
mission that no inventory and appraisal of its property will
be filed with that body, because the law does not give it
authority to issue a blanket order that all public utility
corporations shall furnish this information. The order,
known as No. 176, was issued about two years ago by
former members of the commission who claimed to have
the authority under the public utility law.

Representatives of the city of Toledo have been protest-
ing against the action of the commission in allowing the
company an extension of time in which to file its inventory
and appraisal. The city never made a formal complaint
with the commission, but has been depending upon this
blanket order. The company does not deny that the com-
mission has authority to make a specific order, after the
city has filed a complaint and indicated the lines along
which it desires the valuation, together with its purpose in
making the complaint, but attorneys for the city indicated
to the commission that there is no intention of filing such a
complaint. The matter has been referred to Attorney
General E. C. Turner for an opinion.

GEARY STREET CASE DECIDED

A decision of the Supreme Court at San Francisco,
handed down on Feb. 9, upholds the contention of the United
Railroads that the city of San Francisco, Cal., in refusing
to stop the operation of certain Geary Street cars on lower
Market Street and the ferry loop is acting illegally. The
court granted the appeal of the United Railroads for a writ
of mandate to compel the lower court to cite Mayor Rolph,
the members of the Board of Works, and Thomas A. Cashin,
superintendent of the municipal lines.

The city based its contention on the claim that the in-
junction granted the United Railroads, ordering the city to
stop operation of its cars, was "mandatory" instead of
prohibitive, and inasmuch as an appeal automatically holds
up the operation of a mandatory injunction, the city's
attorneys contended that the Mayor and other officials
were not guilty of contempt in the continuance of the car
service.

The decision of the Supreme Court was written by Jus-
tice Henshaw and concurred in by four other judges. The
effect of the decision, it is affirmed, will He to put the
Mayor and other city officials in contempt of court if
they continue to operate the cars, and the United Rail-
roads' attorneys will be enabled to demand a contempt
citation for the city officials if the operation of the cars
in question is not discontinued.

DECISION FAVORABLE TO COMPANY IN
BALTIMORE PAVING CASE

In the case brought against the United Railways & Elec-
tric Company, Baltimore, Md., in regard to the paving
obligations of the company,, the Court of Appeals of Mary-
land on Feb. 10 held that the company is not required to do
any paving, but merely to keep its tracks in repair once
the paving is done. The decision was rendered in a suit of
the city to collect $22,450 for a special section of paving.
In the decision the court says that the company received no
special benefits from the paving improvements, and that it
would be just as reasonable to assess owners of automo-
biles or other vehicles using the streets for paving costs as
to make the street railway pay for them.

On Feb. 11 City Solictor Field of Baltimore announced
that he would advise Mayor Preston to take the paving case
to the Supreme Court of the United States. He is quoted
in part as follows:

"If we should not succeed there (in the Supreme Court)
then, it seems to me, if there is no other way in which
we can compel the company to make its proper contribu-
tion to the public burdens, that the city should get ready
to exercise its option to take over the lines of the old Balti-
more City Passenger Railway, which are the cream of the
system. The city has the right to take this property over at
recurring periods of fifteen years. The next opportunity will
be in 1919."

378

ELECTRIC RAILWAY JOURNAL [Vol. XLVIL No. 8

PRESIDENT PELLISSIER TESTIFIES

Hearings in the arbitration case of the Holyoke (Mass.)
Street Railway were continued during the week ended Feb.
19. President L. D. Pellissier presented financial data per-
taining to the company's operations. The witness said that
for several years prior to 1912, surpluses amounting to
about $10,000 had been earned, but that of late money has
had to be taken from the surplus to pay the 8 per cent divi-
dends until recently declared. The company's stock had de-
clined in value and had recently been offered for sale at less
than par. There were 371 stockholders, of whom 192 were
women. The average increase in wages of regular em-
ployees since 1907 had been 30.5 per cent, whereas the in-
creased cost of this labor to the company, owing to a short-
er working day, had been 37 per cent. Since 1912 the in-
creased cost to the company had been 18 per cent, and in
the last three years the hours of labor had been reduced at
least thirty minutes a day. More open cars with glass fronts
had been put on to protect the motormen, and the accommo-
dations for the men at the carhouses had been improved with
recreation and locker rooms. About $15,000 had been paid
by the company in the last three years for accident insur-
ance for the men. The increase in work had been small.
The average daily collection per conductor in 1915 was
$20.70 against $19.60 in 1912, a gain of twenty-two fares
and an average of 0.6 more transfers. For every dollar of
added revenue obtained by the company the motormen and
conductors received 32 cents.

Carhouse and Fifteen Cars Destroyed. — The carhouse of
the Chambersburg, Greencastle & Waynesboro Street Rail-
way at Waynesboro, Pa., together with fifteen of the com-
pany's cars, was burned in a spectacular blaze on Feb. 15.
The loss is placed at $50,000, and only four cars remain.

New Offices Occupied in Washington. — The general offices
of the Washington Railway & Electric Company, Washing-
ton, D. C, for many years located at Fourteenth and East
Capitol Streets, have been moved to its new building ad-
joining the Potomac Electric Company Building, Fourteenth
and C Streets, Northwest.

Chicago Traction Commissioners Sign Contract. — William
Barclay Parsons, Robert Ridgway and Bion J. Arnold, the
engineers selected to investigate and recommend a solution
of Chicago's local transportation problem, signed contracts
with the city on Feb. 14, 1916. Immediately following this
official act, the commission organized with Mr. Parsons as
chairman, and decided to call itself the "Chicago Traction &
Subway Commission." Chairman Parsons announced that
the first public hearing would be held on Feb. 16.

Commissioner Sanders Favors New Construction. —
Street Railway Commissioner Fielder Sanders told the
street railway committee of the City Council of Cleveland
on Feb. 14 that the ordinance, authorizing the Cleveland
Railway to relay 25 miles of track this year should be
passed. Councilmen Stolte and Meyers opposed the com-
pany's plan of relaying 10 miles of track on Broadway and
Cedar Avenue. Commissioner Sanders said that track im-
provement should receive attention to the exclusion of the
construction of new division houses and shops.

Montgomery Traction Must Pay. — The United States Cir-
cuit Court of Appeals has affirmed the decision of the Dis-
trict Court that the contract of the Montgomery Light &
Traction Company with the Montgomery Light & Water
Power Company, operated by Henry L. Doherty & Company,
is valid. This constitutes a precedent in establishing the
validity of a continuing contract when damages cannot be
definitely ascertained. This contract called for the Doherty
Company to furnish current to the Montgomery Light &
Traction Company, and for four years prior to the suit this
has been done. Nearly $100,000 was involved in addition
to the validity of the contract, and since the time the suit
was filed another $100,000 has accrued.

New York Commission to Move to Equitable Building. —
The Public Service Commission of the First District of New
York has decided to rent the twenty-fourth and twenty-
fifth floors in the Equitable Building, New York City, and
the seventeenth floor of the City Investing Building for
$110,000 a year, giving up quarters in the Tribune Build-

ing, the Woolworth Building and the Immigrant Bank
Building, which quarters now cost the commission $122,000
a year. The working staff of the commission is now housed
in three buildings. The commission is to get 20OO sq. ft.
more office space than it is renting now, with more light
and better service. The commission will begin moving from
its present quarters on April 1.

Friendly Suit to Enjoin Subway Work in Cleveland. — A
friendly suit was filed in the Common Pleas Court of Cuya-
hoga County, Ohio, on Feb. 11 to enjoin the County Com-
missioners from selling bonds to secure funds to build sub-
way approaches to the new Superior-Detroit bridge across
the Cuyahoga River in Cleveland. The prosecuting attorney
filed the suit. The petition charges that the vote of the
people on building a county bridge did not authorize the
commissioners to issue bonds for building a subway; that
the commissioners are without power to modify the plans
for approaches; that they have no authority to spend money
for subways in Superior Avenue, a city street, and that
the proposed subway approaches cannot legally be consid-
ered as approaches.

Writ of Review Asked in Seattle Case. — Ralph S. Pierce,
assistant corporation counsel of the city of Seattle, Wash.,
has petitioned the Thurston County Superior Court at
Olympia for a writ of review of the order recently made by
the Public Service Commission denying the appeal of the
city of Seattle for the dismissal of the petition of the Puget
Sound Traction, Light & Power Company to be relieved of
certain of its franchise obligations. Mr. Pierce argues that
the power of the Public Service Commission with respect
to relieving the company of any of its franchise obliga-
tions is limited to the fixing of rates on a proper showing
that the company is not making a sufficient return on its
investment. If the writ of review is granted, the case of
the company in which it sought relief from paving obliga-
tions will be transferred to Thurston County for argu-
ment.

Tacoma Falls Back on Privately-Owned Power Company.

— The municipally-owned hydro-electric plant of Tacoma,
Wash., has finally had to rely upon a private power com-
pany for protection against emergencies and periods of low
water. The city has made a contract with the Tacoma Rail-
way & Power Company providing for the interchange of
electric energy, the company agreeing to furnish as much
as 10,000 hp. when required to supplement the output of
the municipal plant. In addition to this contract the com-
pany has been granted a franchise permitting it to serve
power business in Tacoma direct from its lines, and also
receives certain concessions in its street railway franchises,
Following the failure of a proposed company to build a
steam heating plant and provide a steam auxiliary for the
city's water power, the city officials adopted a program of
co-operation with the Railway & Power interests.

Acting on the Hydro-Radial Railway By-Laws. — Two mu-
nicipalities, Waterloo and St. Mary's, have failed so far to
pass the third readings by the Council of the hydro-radial
by-laws passed by the people. At a prolonged session of
the Waterloo Town Council on Feb. 8 the motion to give
the third reading to the by-laws was defeated by a vote of
five to four. The majority of the councilors were not sat-
isfied with the assurances received from Sir Adam Beck
that the route to be selected through Berlin and Waterloo
would be satisfactory to both municipalities. It is quite
likely a conference will be held with regard to St. Mary's,
as the town solicitor fears the hydro-radial debentures will
exceed the borrowing power set forth in the municipal act.
The Hydro-Electric Power Commission of Ontario has hith-
erto regarded hydro debentures exempt, and still thinks so.
Should it be necessary, special legislation will be asked,
amending the hydro-radial act. Blanchard Township, which
defeated the by-law last January, has decided to resubmit it
to the vote of the electorate on March 13. . The City Council
of Toronto has passed the recommendation of the Board of
Control, requesting Sir Adam Beck to seek an amendment
of the hydro-electric railway act, 1914, to make it clear
that the city has complete control of all its streets excepting
such as were given for the right-of-way for the proposed
hydro-radial line.

February 19, 1916] ELECTRIC RAILWAY JOURNAL

379

Financial and Corporate

SECURITIES HELD BY U. S. BANKS
Public Utility Bond Holdings Increase 13.7 per Cent and
Railroad Bond Holdings 1.74 per Cent for Year
Ended June 30, 1915

The report of the Comptroller of the Currency for the
year ended June 30, 1915, shows that the amount of public
utility bonds held by banks in the United States increased
13.7 per cent, while the holdings in railroad bonds in-
creased only 1.74 per cent. This showing compares with a
19.0 decrease in public utility bonds and a 9.4 increase in
railroad bonds in 1914, and a 19.5 increase in public utility
bonds and a 6.2 per cent decrease in railroad bonds in 1913.
The net change in 1915 from the 1912 figures is an increase
of 10.0 per cent for public utility bonds and an increase
of 4.4 per cent for railroad bonds.

The various classes of securities held by the banks of
the country and the changes for the last year are shown
in the following table (in millions):

June 23, June 30, Per Cent

Class 1915 1914 Increase Increase

United States $811.2 $823.5 *$12.3 *1.50

State, county and municipal. . 1,494.0 1,353.4 140.6 10.37

Railroad 1,704.6 1,675.3 29.3 1.74

Public utility 663.9 583.9 80.0 13.70

Unclassified bonds, stocks, etc. 1,208.2 1,148.8 59.4 5.17

Total $5,881.9 $5,584.9 $297.0 5.32

♦Decrease.

It will be observed that holdings of United States bonds
decreased and that investments by the banks in state,
county and municipal bonds showed the largest increase
in amount and the second in percentage of gain, the
first place in percentage of increase being held by pub-
lic utility bonds, which were second in amount of increase.

The following table (in millions) shows the various classes
of securities held by the several classes of reporting banks
on June 23, 1915:

Stock Loan
Mutual Sav- and Trust Na-

State Savings ings Private Com- tional
Banks Banks Banks Banks panies Banks
Classification (14,598) (630) (1,529) (1,036) (1,664) (7,605)
United States. $2.8 $17.0 $5.5 $0.3 $2.1 $783.5

State, county

and municipal 101.7 848.6 54.3 3.7 241.2 244.5

Railroad 81.2 818.5 21.1 3.5 401.1 379.2

Public utility.. 66.7 109.2 34.1 1.2 232.4 220.3
Other bonds,
stocks, war-
rants, etc.... 168.0 76.5 43.3 6.6 472.8 440.9

Total $420.4 $1,869.8 $158.3 $15.3 $1,349.6 $2,068.4

The most striking changes in holdings were made by sav-
ings banks and national banks. The savings banks, mutual
and stock combined, showed the largest increase in hold-
ings of public utility bonds, adding $54,800,000 of such-
securities during the year while at the same time reducing
their railroad issues by $20,000,000. National banks, on
the other hand, increased their railroad holdings by $37,-
500,000, but added only $2,100,000 of public utility bonds.
This showing was quite the reverse of that made in the
preceding year, when the savings banks decreased their
public utility holdings by $46,800,000 but increased their
railroad issues by $38,100,000, while the national banks
added $20,800,000 of public utility bonds and dropped
$3,500,000 of railroad bonds.

State banks showed an increase of $15,900,000 in public
utility bonds and $4,600,000 in railroad bonds, as compared
to a decrease of $2,100,000 and an increase of $11,100,000
respectively in the preceding year, while trust companies,
which in 1914 cut off $109,600,000 of public utility bonds
and bought $98,100,000 more railroad bonds, increased their
holdings in both issues for 1915 by $7,700,000 and $5,800,000
respectively. All classes of banks showed increase in their
holdings of state, county and municipal bonds, the approxi-
mate gains being $68,500,000 for national banks, $40,000,-
000 for trust companies, $31,000,000 for savings banks and
$11,000,000 for state banks.

ANNUAL REPORTS

The J. G. Brill Company

The sales value of the combined output for the calendar
year 1915 of all the plants owned and operated by The J. G.
Brill Company, Philadelphia, Pa., amounted to $4,403,117,
as compared to $9,154,434 in 1913 and $4,903,511 in 1914.
In only two other years, 1908 and 1909, did the sales fall
below the point reached this year. It is said that the gen-
eral business of electric car and truck manufacturing
reached a condition of depression during 1915 that was with-
out parallel in the history of the industry. The com-
pany obtained at least its full share of all orders placed
during the year, but the prices resulting from the competi-
tion brought about by such conditons were of necessity ex-
tremely low. The general conditions in the company's field
began to improve during the latter part of the year, and
the improvement is said to be continuing and increasing, so
that 1916 is begun under much more hopeful conditions.
On Feb. 5, 1916, the combined orders of the company and
its subsidiaries amounted to $4,765,985, as compared to
$1,147,100 of work on hand on Feb. 6, 1915.

The operation of the plants of the company for 1915
resulted in a combined profit of $280,299, after charging
against earnings the sum of $174,897 for all maintenance
and repairs to the property. From this amount of profit
there was set aside into the reserves for depreciation an
amount of $163,973, so that the net profit amounted to
$116,326. After making certain adjustments in the surplus
account and paying dividends of $183,200, the net surplus
at the end of the year totaled $1,247,982.

The management was able during the year to obtain
orders for the manufacture of material for export as a result
of existing conditions in Europe, such exports including
principally motor-transport bodies and shell forgings. Many
delays, however, unavoidable as far as the company was
concerned, prevented the completion of a large measure of
the shell orders, with the result that much of the profit
which it was hoped would be realized thereon in 1915 was
not earned in that year. An extension of the time of de-
livery well into the present year has been granted.

Interborough Consolidated Corporation

The income statement of the Interborough Consolidated
Corporation, New York City, for the seven months ended
Dec. 31, 1915 (the portion of its fiscal year since its forma-
tion to readjust the Interborough-Metropolitan Company
on June 1, 1915), follows:

Surplus, June 1, 1915, exclusive of dividend accruals

on Interborough Rapid Transit Company stock $2,084,474

Dividends on Interborough Rapid Transit Company

stock '. $4,239,100

Interest and dividends on securities owned 24,095

Interest on loans, bank balances, etc 33,656

Profit realized on securities sold 147,977

Total income $4,444,828

Total surplus and income $6,529,302

Interest, taxes, administration and general expense,

sinking fund, etc 2,436,890

Surplus available for dividends $4,092,412

Dividends on preferred stock 2,058,322

Net surplus $2,034,090

Appropriation for retirement of $200,000 of Inter-
borough-Metropolitan ten-year 6 per cent coU
lateral gold notes 200,000

Surplus balance Dec. 31, 1915 $1,834,090

The statement of income and disbursements as shown
above covers seven months' operation. During this period
three quarterly dividends of IV2 per cent each were declared
upon the preferred stock of the Interborough Consolidated
Corporation, whereas the income account shows full divi-
dends received upon the Interborough Rapid Transit Com-
pany capital stock for only six months. The income for the
period is therefore $847,820 less than it would have been
under regular conditions of accounting for a full nine
months' period. The administration and general expenses
for the seven months include costs and expenses incidental
to the consolidation agreement of April 23, 1915, amount-
ing to approximately $116,000, by which amount they are
in excess of the ordinary expenses of administration.

380

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 8

In regard to the subsidiary companies it is said that the
surplus from operations of the Interborough Rapid Transit
Company for the six months ended Dec. 31, 1915, was
$3,899,153, an increase of $209,198 over the same period last
year. The increase in surplus for December was $179,276,
and for October, November and December $380,141. The
improvement in traffic began in October, and each subse-
quent month showed a substantial increase over the pre-
vious month, indicating a return to normal business condi-
tions. The net corporate income of the New York Railways
for the five months ended Nov. 30, 1915 (December not yet
available) increased $141,788 over the same period last
year. The revival of business was reflected in increased
earnings beginning with September, and this improvement
has continued without evidence of abatement. The earn-
ings of the New York Transportation Company have in-
creased at a substantial rate during the last year, justify-
ing the expectation that at some no distant day a distribu-
tion of dividends can be made on these shares.
• Prolonged negotiations are said to have resulted in the
acquisition by the New York Railways of substantially all
of the claims outstanding against the receivers of the New
York City Railway and Metropolitan Street Railway. There
remains unadjudicated the question of allowances to the
various receivers, counsel and others who claim the right
to be paid out of the funds in the hands of the court. In
view of this situation an application has been made to the
United States District Court for the discharge of the receiv-
ers and the release of funds now held by them, reserving
therefrom an amount sufficient to cover outstanding claims
until they can be purchased or adjudicated by the court.

New York State Railways

The statement of income, profit and loss of the New York
State Railways, Rochester, N. Y., for the year ended Dec.
31, 1915, combined with that previously published for the

preceding fiscal year, follows:

1915 1914

Earnings from operation $7,264,674 $7,595,001

Expenses of operation < including depre-
ciation) 4,4S7,270 4,600,572

Net earnings from railroad operation $2,777,404 $2,994,429

Taxes 456,577 496,659

Net earnings $2,320,827 $2,497,770

Net non-operating revenues 166,903 165,466

Gross income $2,487,730 $2,663,236

Income deductions (interest and rentals) 1,389,119 1,355,466

Net income $1,098,611 $1,307,770

Schenectady Railway Surplus — New York

State Railways proportion 50 per cent. . *15,162 18,992

Ontario Light & Traction Company sur-
plus— New York State Railways pro-
portion 100 per cent 7,090 2,453

Total income applicable to dividends $1,090,539 $1,329,215

Dividends preferred stock, 5 per cent 193,125 193,125

$897,414 $1,136,090

Dividends common stock 797,880 997,350

Balance $99,534 $138,740

♦Deficit.

The 1915 annual report of the company does not contain
any comparative data for 1914, but a reference to the
above figures inserted from the 1914 report will show the
exact meaning of the statement in a sheet supplement of
the 1915 report to the effect that the gross and net earnings
for the last year were materially affected by jitney com-
petition and by the general business depression. The earn-
ings from operation decreased $330,327 or 4.3 per cent,
while the expenses of operation (including depreciation)
decreased $113,302 or 2.4 per cent, so that the net earnings
from railway operation showed a loss of $217,025 or 7.2
per cent. Taxes, however, fell off $40,082 or 8.0 per cent,
with a slight increase of $1,437 or 0.8 per cent in net non-
operating revenues, so that the gross income showed a
decline of $175,506 or 6.6 per cent. The income deductions
(interest and rentals) increased $33,653 or 2.4 per cent,
with the result that the net income of the company de-
creased $209,159 or 15.9 per cent. The New York State
Railways 50 per cent proportion of the Schenectady Rail-
way's surplus fell off from a surplus of $18,992 to a deficit
of $15,162, but its 100 per cent proportion of the Ontario
Light & Traction Company's surplus increased from a sur-

plus of $2,453 to a surplus of $7,090, so that the total
income applicable to dividends was diminished by $238,676
or 17.9 per cent. The 5 per cent preferred dividends were
maintained, but the 1914 common stock dividend of 5 per
cent was cut in 1915 to 4 per cent, and the surplus amounted
to $99,534, as compared to $138,740 in 1914.

In regard to jitney competition and the outlook for the
future, the supplement to the report contains some explicit
and interesting data. The jitneys operated in Rochester
during May exceeded 550, but since that time the number
has been continually decreasing, until during January, 1916,
the number in operation varied from thirty to forty, or
less than 8 per cent of the total number operated in May.
The accompanying illustration shows very clearly the de-
cline in the jitney movement during the year. During the
last two months of 1915 the gross and net earnings of the
company were greater than in any November and December
in its history, this being the result of the decline in jitney
competition and of the revival in general business. The

May

June

July

Aug.

Sept .

Oct.

Nov .

Dec.

500

\

\

\

400

s

s

s

\

300

v-

>

\

\

\

200

\

\

>

100

--^

0

GRAPH SHOWING DECLINE OF JITNEYS IN ROCHESTER

following comparative summary of operations for the two
months referred to shows clearly that much better condi-
tions existed during these months than during the year
as a whole and indicates more reasonably what is to be
expected as the lines continue to operate under more normal
business conditions and with freedom from unfair compe-
tition :

Per Cent

Amount

Increase

Increase

$1,332,222

$103,043

8.38

779,767

45,462

6.19

Net earnings from railroad oper-

$552,455

$57,581

11.64

Taxes

75,399

*5,764

*7.10

$477,056

$63,345

15.31

Net non-operating revenues. . .

33,039

*442

•1.32

$510,095

$62,903

14.07

229,649

♦1,724

0.75

Balance available for dividends.

$280,446

$64,627

29.94

♦Decrease.

The previously mentioned deficit on the part of the Sche-
nectady Railway may be partly attributed to the decline in
earnings from operation, which at $1,178,215 represented a
decline of $126,088 or 9.6 per cent. The expenses of opera-
tion, however, totaled $762,211, a decrease of $71,161 or 8.5
per cent, and the net earnings of $416,003 from railway oper-
ation showed a loss of $54,928 or 11.7 per cent. The increase
of $6,510 or 7.6 per cent in the total of $91,313 for taxes was
heightened by the drop in net non-operating revenues from a
surplus of $5,683 to a deficit of $51, and after a slight in-
crease in income deductions, the net income at $215,674
showed a loss of $68,311 or 24.0 per cent, as compared to the
preceding year. Dividends were maintained at the usual
rate of 6 per cent, with the result that the year showed a def-
icit of $30,325, as compared to a surplus of $37,985 for the
preceding year.

During 1915 the earnings from operation of the Ontario
Light & Traction Company, Canandaigua, N. Y., totaled
$59,825, a gain of $5,845 or 10.8 per cent, while the expenses
of operation were $37,429, an increase of $829 or 2.2 per cent,

February 19, 1916] ELECTRIC RAILWAY JOURNAL 381

leaving- net earnings from operation of $22,396, an increase
of $5,016 or 28.8 per cent. Taxes and uncollectible bills in-
creased from $2,678 to $3,833, net non-operating revenues
from $5,288 to $6,624, and income deductions from $17,472 to
$18,096, so that the net income amounted to $7,090, as com-
pared to $2,453 for 1914.

KANSAS CITY PROPERTIES SOLD
Judge Hook Confirms Sales and Kansas City Railways
Holds First Meeting

Acting for the reorganization committee of the Kansas
City Railway & Light Company, Clyde Taylor has pur-
chased at receivers' sale the Metropolitan Street Railway
properties for $3,600,000, the Kansas City Elevated Rail-
way for $150,000, and the Kansas City & West Port Belt
Railway for $100,000. Unspecified assets were also pur-
chased for the sum of $10,000. Mr. Taylor also pur-
chased the Kansas City Electric Light Company for $400,-
000, and this will be turned over to the Kansas City Elec-
tric Light & Power Company, the newly organized operat-
ing company for the electric light properties.

The first meeting of the Kansas City Railways was held
on Feb. 15. Philip J. Kealy was elected director and presi-
dent, succeeding John M. Egan. The meeting followed the
confirmation, in the federal court, by Judge William C.
Hook, of the sales of the various properties before noted.
Mr. Kealy has also been made general manager of the light
company, pending the election of a general manager, and he
is to handle the details of separating this company from the
street railway. He succeeds Louis H. Egan. There has
been no meeting of the new light company.

The proceedings in the federal court were brief, and with-
out objection, the form of decree and the forms of the vari-
ous securities and conveyances being approved by the vari-
ous interests and the city. A special order of court was
made providing that securities which had not been formally
presented under the "plan" may yet be filed and participate,
it being understood that further orders will be made if nec-
essary so that all owning securities may be protected. An-
other special order provided that either receiver may sign
certificates and other documents in the absence of the other,
the one signature to be valid for both.

The confirmation of the sales puts the Kansas City Rail-
ways in charge of the railway properties. The receivers will
continue for ninety days to receive claims and finish details.
One of the first acts of the new company was the appoint-
ment of Richard J. Higgins, city counselor of Kansas City,
Kan., as counsel for the company on the Kansas side. O. L.
Miller, who has been counsel, will continue as associate.

ADJUSTMENT OF OHIO LEASES
Ohio Electric Railway Is Arranging Lease Changes to
Lighten Earnings Charges

Previous issues of the Electric Railway Journal have
contained references to the Cincinnati, Dayton & Toledo
Traction Company, which has been under lease to the Ohio
Electric Railway for about ten years. The Ohio Electric
Railway operates the property on the basis of a rental suf-
ficient to pay interest on $5,000,000 of bonds and dividends
at the rate of 5 per cent on $250,000 of preferred stock and
$2,000,000 of common stock. While the road operates
an exceedingly good territory and secures large gross earn-
ings per mile, it has never paid in net earnings the amount
that the Ohio Electric Railway has paid out in rentals.
This company, therefore, has endeavored to make a readjust-
ment of the lease so that it could continue to operate the
road without such enormous losses as it has been compelled
to sustain up to this time.

Negotiations with the Cincinnati, Dayton & Toledo Trac-
tion Company are not yet completed. It is said, however,
that an arrangement has been about completed by which the
Ohio Electric Railway will continue to operate the line for a
period of six months and thereafter unless cancellation is
desired, and pay to the lessor the entire net earnings, which
will in turn be applied to the interest on the underlying-
bonds amounting to $2,300,000, and then to other obligations
of the road. A bondholders' protective committee has been

formed to conserve the interests of the holders of the consol-
idated 5 per cent mortgage bonds, amounting to $2,700,000,
and the agreement between the Ohio Electric Railway and
the lessor is also joined in by this committee.

Application for a receiver for the Cincinnati, Dayton &
Toledo Traction Company has been made by the holder of a
$1,000 bond, but it is not anticipated that this will interfere
with the carrying out of the arrangement proposed, particu-
larly as the bondholders' committee has more than 60 per
cent of the consolidated mortgage bonds in hand.

The Ohio Electric Railway has also arranged to readjust
some of the leases with other properties which it operates,
as, for example, the Dayton & Western Traction Company
extending from Dayton, Ohio, to Richmond, Ind. A read-
justment of the lease of this property has been effected by
which the lessee instead of paying 5 per cent on the pre-
ferred and 6 per cent on the common stock will in the future
pay 5 per cent on the preferred and 3 per cent on the com-
mon stock until the road earns a net sufficient to allow the
payment of the additional 3 per cent on the common.

American Railways, Philadelphia, Pa.— The $2,300,000 of
three-year 5 per cent secured notes of the American Rail-
ways, dated Feb. 1, 1916, referred to in the issue of the
Electric Railway Journal of Feb. 5, page 287, were dis-
posed of to Newburger, Henderson & Loeb and Bioren &
Company, Philadelphia, Pa.

Androscoggin Electric Company, Portland, Me. — May-
nard S. Bird & Company, Portland, Me., recently offered
$140,500 of first and refunding mortgage 5 per cent gold
bonds of 1914 of the Androscoggin Electric Company due on
Oct. 1, 1934, without call privilege. The interest on this
issue is payable in April and October at the office of the
Union Safe Deposit & Trust Company, Portland. The
bonds are to be in the denomination of $500 and $1,000.
The Androscoggin Electric Company was incorporated in
Maine on Oct. 26, 1914, and purchased the properties of
the Lewiston & Auburn Electric Light Company and the
Portland-Lewiston Interurban Railroad.

Ardmore (Okla.) Electric Railway. — The property of the
Ardmore Electric Railway has been sold under foreclosure
to Warren A. Craven, Milton, Iowa.

Brooklyn (N. Y.) Rapid Transit Company. — Eleven of
the subsidiary companies of the Brooklyn Rapid Transit
System recently held annual meetings. In the board of
the New York Consolidated Railroad, which operates the
elevated and subway lines, J. J. Dempsey, superintendent
of transportation of the company, was elected a director to
succeed John W. Weber, and Walter St. John Benedict was
elected a director to succeed John Englis, deceased. The
other directors were re-elected. In the Coney Island &
Brooklyn Railroad directorate L. Van Cott, purchasing
agent of the Brooklyn Rapid Transit Company, was elected
to succeed John Hill Morgan, resigned. In the South Brook-
lyn Railway, A. R. Piper, Walter St. John Benedict, J. J.
Dempsey, O. J. Covill and William Siebert were elected di-
rectors to succeed T. S. Williams, C. D. Meneely, N. F. Brady
and H. C. Du Val, who retired from the board, and John
Englis, deceased.

Cleburne (Tex.) Street Railway.— The Cleburne Street
Railway has been purchased by F. C. Cotton, Denver, Col.,
and associates, from John W. Floore, former owner. The
line is being overhauled by Daniel DeWitt, former manager
of the company, who stated that he expected to have cars
operating by Feb. 15. Cars have not been run for more
than a year.

Cleveland, Southwestern & Columbus Railway, Cleveland,
Ohio.— The Ohio Public Utilities Commission on Feb. 9 au-
thorized the Cleveland, Southwestern & Columbus Railway
to purchase the Crestline plant of the Crawford County Gas
& Electric Company for $16,920 and to issue $10,000 two-
year and three-year notes as part payment.

Cleveland & Eastern Traction Company, Cleveland, Ohio.
— The item published in the Electric Railway Journal of
Jan. 29, page 233, in regard to the election of directors for
the Cleveland & Eastern Traction Company was in error.
The following are the directors: H. P. Mcintosh, H. P. Mc-
intosh, Jr., A. G. Tame, Horatio Ford, R. A. Harman, E. M.

382

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 8

Halle, E. W. Moore, A. M. Snyder and C. A. Brand. A. G.
Tame, C. Brand, Horatio Ford and H. P. Mcintosh, Jr.,
were not elected new members of the board. They have
been directors for some time. The directors of the Cleve-
land & Chagrin Falls Railway are: H. P. Mcintosh, H. P.
Mcintosh, Jr., Horatio Ford, R. A. Herman, E. W. Moore,
W. H. Price and A. M. Snyder. Mr. Ford and Mr. Mcintosh
were not elected new members, as they have also been di-
rectors of the company for some time.

Fort Dodge, Des Moines & Southern Railroad, Boone,
Iowa. — A quarterly dividend of 1% per cent was paid on
Feb. 10, by the Fort Dodge, Des Moines & Southern Rail-
road on its $1,500,000 of preferred stock.

Havana Electric Railway, Light & Power Company,
Havana, Cuba. — The Havana Electric Railway, Light &
Power Company has called for payment the $2,000,000 of
outstanding 6 per cent two-year secured notes, dated Sept.
1, 1914. They are to be paid at 100% and interest on
March 1, 1916, at the office of the Guaranty Trust Com-
pany, New York, trustee. It is stated that a part of the
$4,000,000 of general mortgage 5 per cent bonds due on
Sept. 1, 1954, heretofore pledged as collateral for the
notes, is being sold to provide funds to pay off the notes.

Long Island Railroad, New York City. — The Public Serv-
ice Commission for the Second District of New York has
authorized the Long Island Railroad to issue $13,000,000 of
4 per cent ten-year gold debenture bonds at par to repay
the Pennsylvania Railroad for advances made for improve-
ments since 1909. Dick Brothers & Company, New York
City, asked an adjournment of the case before the com-
mission pending the determination of an action brought
by them in the Supreme Court to separate the Pennsyl-
vania Railroad and the Long Island Railroad, to secure an
accounting by the directors of the Long Island Railroad
for all money spent for improvements since 1901 and to
cancel certain indebtedness for advances from the Pennsyl-
cania Railroad. The commission states, however, that if
Dick Brothers were really concerned over the issue of the
present securities as affecting their equity suit, they should
and undoubtedly would have obtained a restraining order
from the court, as they had been informed of the case
before the commission for the last year.

Los Angeles & San Diego Beach Railway, San Diego,
Cal. — The Railroad Commission of California has authorized
the Los Angeles & San Diego Beach Railway to pledge
$30,000 face value of its first mortgage 5% per cent sink-
ing-fund gold bonds as collateral security for a note to the
Merchants' National Bank, San Diego, dated Nov. 5, 1914,
for $21,000.

Middle West Utilities Company, Chicago, 111. — The Illi-
nois Trust & Savings Bank, Russell, Brewster & Com-
pany, McCoy & Company and N. W. Halsey & Company,
Chicago, 111., and A. H. Bickmore & Company and the
William P. Bonbright Company, New York, are placing
at 96% to yield 6V2 per cent a block of $4,500,000 of ten-
year 6 per cent collateral gold bonds of the Middle West
Utilities Company of 1915. The bonds are being issued to
reimburse the treasury for improvements, additions, etc.,
and will retire all the outstanding three-year 6 per cent
notes due on June 1, 1916, thus making the $6,500,000
of collateral trust 6 per cent notes the company's only
funded obligation.

New York (N. Y.) Railways. — It was agreed on Feb. 15
that the interest on the 5 per cent adjustment mortgage
bonds of the New York Railways for the six months ended
Dec. 31 should be 3.2 per cent, a larger percentage than
had been allowed for any previous six months' period.
The payment for the first half of 1915 was 1.37 per cent,
so that the return for the year will be 4.57 per cent, com-
pared with 3.05 per cent paid in 1914. The earnings of the
New York Railways are said to be improving and count-
ing $4,000,000 to come shortly from the assets of the
Metropolitan Street Railway, and $7,000,000 in real estate
not used in operation, the ready cash assets amount to
about $15,000,000. The first mortgage bonds outstanding
are only $17,000,000.

Pittsburgh (Pa.) Railways. — The Colonial Trust Com-
pany, Pittsburgh, Pa., trustee for the issue, is offering at
par and interest $200,000 of 5 per cent car trust gold

bonds of the Consolidated Traction Company, to be dated
April 1, 1916, and due $20,000 annually on April 1, 1917 to
1926, inclusive. The bonds are in the denomination of
$1,000 and the interest is payable in April and October.
The bonds are a first lien on twenty-five double-truck
steel motor cars and twenty-five double-truck steel trailers
costing $221,000, of which $21,000 is to be paid in cash.

Norton & Taunton Street Railway, Norton, Mass. — The
property of the Norton & Taunton Street Railway was
sold under foreclosure on Feb. 7 at Norton for $250,000
to the representative of the bondholders.

Public Service Corporation of New Jersey, Newark,
N. J. — The Public Service Corporation of New Jersey has
sold to D rexel & Company, $7,500,000 of three-year 5 per
cent notes. The proceeds of the sale will be used to retire
a similar amount of notes maturing on March 1.

DIVIDENDS DECLARED

Central Arkansas Railway & Light Company, Hot
Springs, Ark., quarterly, 1% per cent, preferred.

Central Mississippi Valley Electric Properties, Keokuk,
Iowa, quarterly, 1% per cent, preferred.

Terre Haute Traction & Light Company, Terre Haute,
Ind., 3 per cent, preferred.

ELECTRIC RAILWAY MONTHLY EARNINGS .

BATON ROUGE (LA.) ELECTRIC COMPANY

Operating Operating Operating Fixed Net

Period Revenues Expenses Income Charges Income

lm., Dec, '15 .$18,056 *$8,354 $9,702 $3,175 $6,527

1 14 17,128 *9,524 7,604 2,052 5,552

12 15 190,852 *108,204 82,648 26,947 55,701

12 " " '14 178,825 *114,279 64,546 25,023 39,523

CAPE BRETON ELECTRIC COMPANY, LTD., SYDNEY, N. S.

$10,106
4,322
71,614
61,195

$14,682
3,543
54,633
58,635

lm.,

Dec,

'15

$36,268

*$19,626

$16,642

$6,536

1 "

14

29,794

*18,778

11,016

6,694

12 "

'15

357,214

♦206,428

150,786

79,172

12 "

'14

349,893

*211,119

138,774

77,579

COLU1VEBUS (GA.) ELECTRIC COMPANY

lm.,

Dec,

'15

$70,227

*$26,866

$43,361

$28,677

1 "

'14

59,937

*27,603

32,334

28,791

12 "

'15

721,217

*322,040

399,177

344,544

12 "

'14

681,606

♦298,334

383,272

324,637

DALLAS (TEX.) ELECTRIC COMPANY

lm.,

Dec,

'15

$168,163

♦$101,577

$66,586

$35,861

1 "

•14

186,415

♦96,203

90,212

33,390

12 "

'15

1,828,488

♦1,120,174

708,314

399,561

12 "

'14

2,208,879

♦1,287,660

921,219

370,961

t$31,925
56,822
t304,953
550,258

HOUGHTON COUNTY TRACTION COMPANY,
HOUGHTON, MICH.

lm.

1 "
12 "
12 "

lm.

1 "
12 "
12 "

lm.

1 "
12 "
12 "

Dec,

'15
'14
15
14

$26,888
21,486
276,661
276,633

♦$12,091
♦13,823
♦157,537
♦178,857

$14,797
7,663
119,124
97,776

$5,522
5,605
66,517
67,063

JACKSONVILLE (FLA.) TRACTION COMPANY

Dec,

15 $53,618

14 56,142

15 611,568
14 715,255

♦$36,772
♦38,473
♦428,839
♦468,055

$16,846
17,669
182,729
247,200

$14,736
13,188
177,898
152,642

KEY WEST (FLA.) ELECTRIC COMPANY

Dec,

15
14
15
14

$9,505
10,026
112,840
132,252

♦$6,619
♦7,324
♦82,040
♦86,654

$2,886
2,702
30,800
45,598

$2,559
2,636
30,595
30,666

PADUCAH TRACTION & LIGHT COMPANY,
PADUCAH, KY.

lm., Dec

1 "
12 "
12 "

15
14
15
14

$28,944
29,461
289,155
303,515

♦$15,691
♦16,527
♦179,025
♦194,084

$13,253
12,934
110,130
109,431

$7,438
7,699
91,268
91,431

PENSACOLA (FLA.) ELECTRIC COMPANY

lm., Dec, 15 $23,935 ^$13,008 $10,927 $6,883

1 14 20,107 ♦12,608 7,499 7,251

12 15 258,042 ♦146,820 111,222 85,704

12 14 264,840 ♦169,792 95,048 86,727

$9,275
2,058
52,607
30,713

$2,110
4,481
4,831

94,558

$327
66
205
14,932

$5,815
5,235
18,862
18,000

$4,044
248
25,518
8,321

PUGET SOUND TRACTION, LIGHT & POWER COMPANY,
SEATTLE, WASH.

lm., Deo.,

1 "
12 "
12 "

15 $699,702 ^$414, 998 $284,704 $182,417 $102,287

14 717,550 ♦415,774 301,776 177,741 124,035

15 7,559,583 ♦4,754,763 2,804,820 2,179,985 624,835
14 8,450,974 ♦5,007,008 3,443,966 2,118,856 1,325,110

♦Includes taxes. ^Includes non-operating income.

February 19, 1916] ELECTRIC RAILWAY JOURNAL

383

Traffic and Transportation

PLAN TO ENCOURAGE THRIFT IN BROOKLYN
Scheme Under Consideration for Interest Payments on
Savings and for Loans to the Needy

T. S. Williams, president of the Brooklyn (N. Y.) Rapid
Transit Company, announces in the B. R. T. Monthly for
February that the company is studying plans for encourag-
ing thrift among its employees. Mr. Williams has headed
his statement "The Need for Thrift." He quotes at random
statements of typical cases of need among employees taken
from reports made to him by George W. Edwards, welfare
administrator of the company, a man who himself rose
from the ranks in Brooklyn and an unusually successful
administrator, to whom the men turn instinctively for
succor in their hour of trial. In concluding his statement
Mr. Williams said in part:

"For the sake of our men and their families, as well
as for the good of the railroad system, we want to assist
all our workers to acquire the saving habit. Then when
trouble comes, whether it be in the shape of serious accident,
or prolonged illness, or loss, or financial sacrifice for others,
the accumulated savings may at least tide us over the dark
days and exempt us from that uncertain dependence upon
charity against which every proud spirit rebels. And the
consciousness of such a laid-by store is in itself a great
factor in happiness and contentment — even though we never
may be obliged to draw upon it.

"How practically and best to encourage thrift is a diffi-
cult problem, and before announcing our plan we are study-
ing the question from every angle. Involving as such a
plan does the principles of savings and loan associations
the restrictions of law must be considered and observed.
We hope before long to present the form of an organiza-
tion which will broadly answer the purpose. But what-
ever plan is adopted will furnish principally a medium
whereby savings may be deposited and invested, and where-
by moderate loans in worthy cases can be facilitated at
low rates of interest. The success of the undertaking, and
the results which we wish it may produce, will depend upon
the individual support which it gets from our men and the
cultivation of the habit of thrift — whether through the use
of such an agency or otherwise. And with, or without, a
formal plan, the need for thrift is the impressive lesson
of those pathetic paragraphs which I have quoted."

The welfare activities of the Brooklyn Rapid Transit
Company have been referred to frequently in the past in
the Electric Railway Journal. From small beginnings
made many years ago the field of work along welfare lines
has been extended from time to time until now it includes
many different forms of activity, in some of which the
company was a pioneer. These forms of activity are re-
ferred to by Mr. Williams in answering the question as to
what the company is already doing to mitigate such cases
of suffering as he quoted. In this connection he says:

"In the first place, and most important, we aim by good
wages, reasonable hours and suitable depot and shop quar-
ters to encourage comfortable and wholesome living. In
the second place, we employ a staff of physicians, under
direction of Dr. Gibson, to look after the health of em-
ployees. In the third place, we, through special committees
and protective measures, seek to make conditions of em-
ployment reasonably safe against accident and to stimulate
interest in avoidance of the physical risks which particu-
larly attend our occupation. In the fourth place we assume
a part of the burden of accident by making financial com-
pensation for time lost, earning power diminished, and doc-
tor's bills. In the fifth place we provide additionally,
through the Benefit Association, for payments to members
incapacitated by sickness or accident, and for moderate
insurance to the family or next of kin in case of a member's
death. In the sixth place we have established life insurance
in the minimum amount of $1,000 for all our employees
who wish to avail themselves of it — without medical exami-

nation and at probably the lowest premium rates for similar
insurance afforded anywhere in the world. In the seventh
place we have old age pensions for those who have worked
long and faithfully, so that as they lay aside regular duty
they continue to draw pay for past services."

THROUGH SERVICE PROVES PROFITABLE

Through high-speed service on the line of the Terre
Haute, Indianapolis & Eastern Traction Company between
Terre Haute and Indianapolis, Ind., has converted into
highly profitable runs four of the poorest-paying limited
runs operated between these points. Two regularly sched-
uled limited trains, one leaving Indianapolis at 9.30 a. m.
and the other at 3.30 p. m., were selected for the west-
bound trips, and one leaving Terre Haute at 10.30 a. m. and
the other at 4.30 p. m. for the east-bound trips. It requires
two hours and five minutes to make the 72-mile run between
the two terminals, as compared with one hour and forty
minutes, the best time made by the trains on the competi-
tive steam road. The electric railway schedule includes
three pasenger stops and eight service stops between the
city limits of the two terminals, and street stops for pas-
sengers in both terminals. Taking everything into con-
sideration this is considered about the fastest time made by
an electric railway in Indiana.

Schedules were planned so that a business man could go
to his office, open his mail, and later take a car to either
Terre Haute or Indianapolis. At his destination he would
have plenty of time to transact his business and return to
Indianapolis or Terre Haute for dinner in the evening. Al-
though these trains, as mentioned before, were unprofitable
when run on a slower schedule and leaving the terminals
during the light-traffic periods, they now earn 15 cents
per car-mile more than the average of all the other limited
runs. This service was begun on Nov. 7, 1915, and the
average fare per passenger and per mile for these trains
and the regular limited trains during the holidays are
shown in the accompanying table. It must be borne in mind
that these average fares are for four through trains as
against eleven regular limited trains.

, Highlanders N , Other Limiteds s

Average Average Average Average

Receipts per Fare per Receipts per Fare per

Car-mile, Passenger, Car-mile, Passenger,

in Cents in Cents in Cents in Cents

Dec. 24 49 57 40 36

Dec. 25 74 72 73 43

Dec. 26 79 60 47 33

Dec. 27 . . 78 59 64 42

Dec. 2S 69 68 47 40

Dec. 29 49 64 39 44

Dec. 30 59 59 39 36

Dec. 31 62 69 53 35

Jan. 1 43 60 38 37

Jan. 2 72 64 50 39

Average of total 63.4 63.2 49.0 38.5

In connection with this service it is also interesting to
note that the name selected was obtained in an advertised
prize contest. The publicity gained through this medium
has also proved of much value. More than 785 names were
suggested. The name "Highlanders," which was selected,
was considered appropriate because it is a translation to
the English of Terre Haute, which means highland. The
regular limited cars are used for this service. These cars
seat fifty-six passengers and are provided with smoking
and baggage compartments. The through service on this
line has proved so profitable that the management con-
templates extending the plan to several other lines. The
installation of the service was referred to in the Electric
Railway Journal of Nov. 20, 1915, page 1060.

COMMISSION FIXES CHICAGO & MILWAUKEE
ELECTRIC RATES

The Railroad Commission of Wisconsin handed down a
decision on Jan. 25 establishing a new basis of cash and
ticket fares for. the Chicago & Milwaukee Electric lines.
These new rates, which will become effective on Feb. 25,
provide for no change in the Milwaukee, Wis., city fare,
which is 5 cents, but the rate charged for all tickets be-
tween the Milwaukee city limits and Wisconsin State line
will be on a straight 2-cents-per-mile basis. Cash fares col-
lected on the trains will also be based on 2 cents per mile,

384

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 8

but collections will be made in the next higher multiple of
5 cents. The order also provides for a $1 book containing
100 coupons which may be purchased by mail. This was
required for the convenience of passengers originating at
points were no ticket agents are maintained. These coupons
will be acceptable in connection with cash, and make it un-
necessary for conductors to carry pennies in change. The
minimum fare for any ride is 5 cents.

In April, 1915, the railway received permission from the
Wisconsin Railroad Commission and the Interstate Com-
merce Commission to increase rates on tickets to approxi-
mately 2 cents per mile and, at the same time, maintained
the 5-cent zone system for cash fares. Application was
also made to the Public Utilities Commission of Illinois,
but no decision has been rendered. The Illinois commission
expressed a willingness to authorize the change in rates
permitted by the Wisconsin and the Federal commissions.
The railroad company, however, also asked for relief from
a number of franchise fare requirements, and as yet the
Illinois commission has not rendered a decision covering all
the points involved.

Under the 5-cent zone system with a 2-cents-per-mile
rate for tickets, the average fare was approximately 1.8
cents per mile. If the new rates established by the recent
decision of the Railroad Commission of Wisconsin are made
to apply in both Wisconsin and Illinois, the minimum fare
will be 2 cents per mile. As the situation now stands dif-
ferent rates of fares are charged in Wisconsin and Illinois,
and for interstate trips. When negotiations now under way
for an entrance into Chicago over the Northwestern Elevat-
ed Railway have been closed application will be made to the
regulative bodies to authorize a readjustment of rates on a
common basis.

More One-Man Cars for Everett. — The Everett Railway,
Light & Water Company, Everett, Wash., has asked the
Council for permission to operate one-man cars on the Bay
Side-River Side line. Four such cars are already in service.

Express Service Approved. — The Illinois Public Utilities
Commission on Feb. 8 announced the issuance of an order
granting a certificate of convenience and necessity to the
Centralia & Central City Traction Company, Centralia, 111.,
permitting the company to operate an express service be-
tween Centralia and Central City.

Jitney Referendum Petition Short. — Charles M. Bryan,
city attorney of Memphis, Tenn., holds that the petition
presented in behalf of the Memphis Street Railway asking
a referendum vote on the jitney franchise ordinances was
short thirteen names and that an election could not there-
fore be ordered. The attorney for the railway stated that
the issue would probably be taken to the courts.

Catering to the Night Hawk. — The International Rail-
way, Buffalo, N. Y., has created a night-car schedule in-
formation bureau at its offices so that passengers using cars
between 1 o'clock and 5 o'clock a. m. can call the company
on the telephone and learn the exact time a car may be
expected to pass a given corner. Most of the lines are now
operating a half -hour service during the night.

Excellent Operating Record of Indianapolis-Seymour Line.
— The railroad department of the Interstate Public Service
Company, which operates an interurban electric railway be-
tween Indianapolis and Seymour, and was among the first
companies to take up safety-first work, reports through
James Harmon, its safety agent, that accidents in 1915
show a decrease of 51 per cent over 1914. The company em-
ploys seventy-eight trainmen, and of that number thirty-
nine had no accidents during the year 1915.

Hearing in Hoboken 3-Cent Fare Application. — The Board
of Public Utility Commissioners of New Jersey has been
holding hearings in Jersey City on the application of the
representatives of the city of Hoboken to require the com-
pany to operate there for a 3-cent fare., E. C. M. Rand,
New York City, testified on Feb. 10 as to the value of the
property of the company in Hoboken for the city, but on Feb.
11 most of his testimony was stricken from the record at the
request of the city attorney, because some of the estimates
of property value were not based on first-hand information.
The hearing is to be continued on March 1, 2 and 3.

Jitneys Form Pleasure Club in Oakland — To evade the
ordinance recently passed in Oakland, Cal., prohibiting
jitneys from operating in the downtown section of that
city, the "Oakland Pleasure Club" has been formed and
membership cards are issued to jitney passengers riding
for the first time and must be shown thereafter when
they pay the 5 cents "dues." The membership cards read

as follows: "This is to certify that has signed

the roll of the Oakland Pleasure Club and is a member
thereof. J. R. Sorenson, secretary-treasurer." On the re-
verse side of the card is printed: "Any member of this
club may make arrangements with the business manager
for the free use of a car for Sunday pleasure trips and
special occasions by providing for the chauffeur's wages and
supplies to be used on the trip. W. J. Mitchell, business
manager." It is not expected that any action will be
taken by the city until expert opinion is rendered by the
city attorney.

Lockport to Reconsider One-Man Car Action. — Officers of
the Buffalo local of the Amalgamated Association of Street
& Electric Railway Employees appeared before the Lock-
port City Council and opposed any favorable action by the
city on the one-man crew system on the Lockport local
cars, in return for which the International Railway pro-
posed to build a modern terminal station for the interurban
lines. The proposition was recently lost in the Council by
a vote of six to four, but the matter will be reconsidered.
Two years ago the city adopted an ordinance requiring two
men on every car, but the company secured an injunction,
and the matter is pending in the courts. Officials of the
company pointed to the fact that the members of the Lock-
port Board of Commerce say service in Lockport has never
been more satisfactory than at present with the one-man
system. New cars are being operated over all city lines on
a frequent schedule and there is no cause for complaint.

East Boston Tunnel Tolls Abolished.— The 1-cent toll
charge collected from each passenger in the East Boston
tunnel of the Boston (Mass.) Elevated Railway was abol-
ished on Feb. 7, following an appropriation by the City
Council to meet in part the necessary interest and sinking
fund charges from the tax levy, in accordance with an act
of the Massachusetts Legislature of 1915. The act carried
a referendum provision which resulted in an affirmative
vote last fall, but owing to the failure of the Council to
appropriate the necessary funds for the present year the
abolition of the tolls was delayed. Minor disturbances arose
at the beginning of the present year when the public found
that the toll was still in effect, but the company's inability
to abolish the tolls without the taking of the final step by
the city was soon made clear to the patrons of the line,
and little further trouble resulted. The elimination of the
toll charge now places the East Boston district on a par
with all other areas of Greater Boston enjoying the 5-cent
fare and transfer priviliges furnished by the company.

Accidents in Rhode Island. — /The report of the Public Util-
ities Commission of Rhode Island for the year ended Dec.
31 has been presented to the Legislature of that State. The
total number of accidents reported to the commission was
1034, a decrease of 129 from the number reported the pre-
ceding year. In these accidents fifty-four persons were
killed and 1084 were injured, a decrease of sixteen in the
number killed and 231 in the number injured. Of the per-
sons killed twenty-seven were reported by railroad com-
panies, twenty-two by electric railway companies, four by
electric lighting companies and one by a gas company. Of
the persons injured 402 were reported by railroad com-
panies, 563 by electric railway companies and 119 by various
other utilities. The total number of passengers reported
killed was three, two of whom were reported by electric
railway companies and one by a railroad company. Seven
employees were reported killed, none of whom was in the
employ of an electric railway. The number of highway trav-
elers killed was twenty-three, an increase of one over the
preceding year, and the number of trespassers was nineteen,
a decrease of nine. Of the highway travelers killed, three
were by railroad companies, nineteen by electric railway
companies, and one by an electric lighting company. With
one exception, all trespassers killed were reported by rail-
road companies.

February 19, 1916] ELECTRIC RAILWAY JOURNAL

385

Personal Mention

Mr. A. A. Miller, who has been traffic manager of the
Gary & Interurban Railway, Gary, Ind., since its organiza-
tion, has resigned and will become associated with the Troy
Trailer Company.

Mr. George W. Bacon of Ford, Bacon & Davis, New York
City, has accepted an offer from J. P. Morgan & Company
to give all of his time for the present to their export
department in connection with their munitions work. This
will not interfere with his interest in the Ford, Bacon
& Davis firm, which he will retain.

Mr. Howard Walker, formerly district superintendent of
the Ohio Service Company, has been appointed to the newly-
created position of general superintendent of the com-
pany's properties in Ohio. Mr. Walker will have charge
of operation of all the company's properties in the State
of Ohio acting in a capacity as assistant to Mr. C. H.
Howell, manager of the Ohio Service Company.

Mr. John I. Beggs has increased his interest in the South-
ern Wisconsin Power Company and the Wisconsin River
Power Company, but his relations with the St. Louis Car
Company, of which he is president and general manager,
have not changed. Mr. Beggs is spending somewhat more
time in Wisconsin than for a few years past, but continues
to manage and closely to supervise the administration of the
St. Louis Car Company.

Mr. W. W. Lowe, superintendent of transportation of
the Cumberland & Westernport Electric Railway, Cumber-
land, Md., has been promoted to the construction depart-
ment of the New York offices of the Doherty organization.
His work will be particularly along traction lines and for
the next six months his headquarters will be at Frostburg,
Md., where he will be available for calls to other traction
properties controlled by Doherty & Company. Mr. B. Waller
Duncan, general manager, has taken over Mr. Lowe's duties
as superintendent.

Mr. C. T. Chapman, for the last year traffic manager of
the Minneapolis, St. Paul, Rochester & Dubuque Electric
Traction Company, Minneapolis, Minn., will on March 1,
sever his connections with that company, which has re-
duced its trackage to about 45 miles through the termina-
tion of a lease with the Chicago Great Western Railroad.
Mr. Chapman prior to becoming connected with the com-
pany at Minneapolis was traffic manager of the Inter-
Urban Railway, at Des Moines, Iowa, for four years, and
for a number of years prior to that held responsible posi-
tions with other electric and steam railroads.

Mr. J. H. Pardee, president of the J. G. White Manage-
ment Corporation, which is managing the property of the
Manila Electric Railroad & Light Corporation, is visiting
Manila. On Dec. 23 Mr. Pardee was the principal guest at
a dinner given in his honor by Mr. C. Nesbitt Duffy, vice-
president and general manager of the lighting and railway
company. About 140 residents of the city, prominent in its
government and business affairs, were present, and
addresses were made upon the Philippines from various
standpoints. Mr. Pardee spoke upon "The Philippines from
the Standpoint of the Investor." Later, during his visit in
Manila, Mr. Pardee presented the American Electric Rail-
way Association medal for the best paper before any com-
pany section to Mr. J. F. Bury, assistant superintendent of
transportation, who won the medal in the 1915 competition.

Mr. D. P. Abercrombie, Jr., who has been elected vice-
president and general manager of the Connecticut Valley
Street Railway, the Northern Massachusetts Street Rail-
way and the Concord, Maynard & Hudson Street Railway
and is clerk and treasurer of the Massachusetts Consol-
idated Railways, Greenfield, Mass., completed his education
at Phillips Exeter Academy, class of 1893, and at the Massa-
chusetts Institute of Technology, class of 1897. He engaged
in engineering and contracting from 1898 to 1901. From
1901 to 1905 he was clerk and treasurer of the Greenfield
& Turners Falls Street Railway, Greenfield, Mass., and from

1903 to 1905 also was clerk and treasurer of the Greenfield,
Deerfield & Northampton Street Railway. From 1905 to
1916 he was clerk of the Connecticut Valley Street Rail-
way; from 1911 to 1916 clerk and treasurer of the Concord,
Maynard & Hudson Street Railway, and from 1911 to 1916
clerk and treasurer of the Massachusetts Consolidated
Railways.

Mr. A. D. McWhorter, whose appointment as superintend-
ent of the overhead lines of the Memphis (Tenn.) Street
Railway in addition to master mechanic was announced in
the Electric Railway Journal of Feb. 12, was born in
Madison, S. C, in June, 1877. He attended the public-
schools at Atlanta, Ga., and began his street railway career
as a conductor on the Atlanta Railway when he was seven-
teen years old. Later he left the transportation depart-
ment to become night car inspector in the repair shop.
At the end of two years he was appointed night foreman,
in which position he served for four years. In 1890 the
Atlanta Railway and the Consolidated Street Railway were
merged and Mr. McWhorter was appointed general foreman
of the repair shops. After about three years in this ca-
pacity he accepted a position with the Atlanta Rapid
Transit as general foreman of the repair shop. Six months
later the Atlanta Rapid Transit and the Consolidated Street
Railway were merged as the Georgia Railway & Electric
Company. Mr. McWhorter remained as general foreman
until March, 1905, when he resigned to become master
mechanic of the Memphis Street Railway.

OBITUARY

T. K. Irwin, a director of the Joplin & Pittsburg Railway,
Joplin, Mo., and one of the promoters of the company, died at
his home in Carthage, Mo., on Feb. 12. Mr. Irwin was sev-
enry-seven years old.

G. H. Whitcomb, capitalist, Worcester, Mass., president
of the Worcester & Marlboro Street Railway before it was
absorbed by the Worcester Consolidated Street Railway,
died in Worcester on Feb. 13. He was born in Templeton,
Mass., seventy-five years ago and was graduated from
Amherst College.

Eugene D. Martinez, electrical engineer of the Memphis
(Tenn.) Street Railway, whose death was announced in the
Electric Railway Journal of Feb. 12, had been ill for a
number of months. Mr. Martinez was a native of New
Orleans, La., and was graduated from Tulane University.
Following his graduation he was connected as a mechanical
and electrical engineer with the early installation of the
electric railways in New Orleans. Later he served with
Ford, Bacon & Davis and Stone & Webster, being con-
nected with the latter as electrical engineer of the Houston
(Tex.) Electric Company. In July, 1906, Mr. Martinez
accepted the position of electrical engineer of the Memphis
Street Railway.

Louis Duncan, Ph.D., formerly a member of the famous
consulting engineering firm of Sprague, Duncan & Hutchin-
son, New York, died at his home in Pelham Manor, near
New York, on Feb. 13, at the age of fifty-four. Dr. Dun-
can was graduated from Annapolis in 1880, and in 1883 was
sent by the government to Johns Hopkins University to take
a graduate course in physics and electricity. In 1887 he re-
ceived his degree of doctor of philosophy at Johns Hopkins
and then became a professor there. During the Spanish-
American War he was major of the first volunteer engineers,
and from 1899 until 1904 was head of the electrical engi-
neering department of the Massachusetts Institute of Tech-
nology. At the time of his death he was a member of the
firm of Duncan, Young & Company, consulting engineers,
New York. His first most important electric railway engi-
neering work was as consulting engineer for the electrifica-
tion of the Belt Line tunnel of the Baltimore & Ohio Rail-
road. He also had charge of the change from cable to elec-
tricity of the Third Avenue system in New York, and later
he was consulting engineer for the New York City Rapid
Transit Commission. He also served as president of the
A. I. E. E. from 1895 to 1897. Dr. Duncan possessed a keen,
active mind and remarkable powers of engineering and
mathematical analysis. During the last few years he has
acted as a consulting engineer for a number of large electri-
cal and water-power corporations.

386

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 8

Construction News

Construction News Notes are classified under each head-
ing alphabetically by States.

An asterisk (*) indicates a project not previously
reported.

FRANCHISES

Chillicothe, Ill.^The Peoria & Chillicothe Electric Rail-
way has received a franchise from the Council to construct
a line in Chillicothe.

Morganfield, Ky. — G. L. Drury, as representative of the
interests promoting the electric railway line between Mor-
ganfield and Uniontown, Ky., is now petitioning the Councils
of both towns for rights-of-way within their limits. The
county has already granted the necessary permission to use
the road between the two communities.

East Liverpool, Ohio. — The East Liverpool Traction &
Light Company has received a franchise from the Council
to construct an extension to Grandview and complete other
contemplated improvements to the company's holdings in
East Liverpool.

Buffalo, N. Y. — A bill has been introduced into the State
Legislature extending until Dec. 31, 1919, the time within
which the International Railway may complete and place
in operation the East and West Delavan Avenue and the
Bailey Avenue lines over which the Council recently granted
the International Railway a fifty-year franchise. The bill
amends the act of a few years ago by the terms of which
the company was to have completed these two lines in 1916,
so as to give the company three years in which to complete
the work. This is in accordance with the agreement be-
tween the company and the city made by the former City
Council. The company has agreed to lay the Bailey Avenue
tracks in three annual instalments.

Ottawa, Ont. — The Morrisburg & Ottawa Electric Rail-
way has asked the Ontario Legislature for an extension of
time in which to build its proposed line from Morrisburg to
Ottawa. [May 15, 15.]

Beaumont, Tex. — The Beaumont Traction Company has
received a franchise from the Council to remove its car
tracks from Doucette Street for a distance of three blocks
and to construct and operate an extension of the line to the
Magnolia refinery, south of the city.

Burlington, Tex. — The Burlington Traction Company has
asked the Council for a franchise to construct a line on
South Winooski Avenue from Pearl to Main Streets, to con-
nect with the tracks on those two streets.

Tacoma, Wash. — The Tacoma Railway & Power Company
has filed an acceptance of the power contract and fran-
chise agreement authorized by the Council, and under this
contract the company has agreed to the following stipula-
tions: The extension of the Pacific Avenue line to South
Forty-sixth Street; changing the present south Tacoma
route to operate over the Tacoma Avenue fill; and the con-
nection of the Tacoma Avenue and Point Defiance lines at
Division Avenue.

TRACK AND ROADWAY
Tuscaloosa Railway & Utilities Company, Tuscaloosa, Ala.

— This company reports that it expects to build a spur track
to the Mobile & Ohio Railroad passenger station and to
improve its line between Tuscaloosa and Holt.

Fresno (Cal.) Interurban Railway. — Construction work
has been begun by this company on a 7-mile extension to its
lines from Barton Vineyard to Kutner's Colony. Upon the
completion of this extension construction work on the line
to Clovis will be begun. This is to be followed by extending
the Kutner Colony line to Centerville, 12 miles. Rights-of-
way have been secured for all of the extensions except
parts of the line to Clovis. The material for all of the con-
struction work has been assembled and permission to pro-
ceed has been obtained from the Railroad Commission of
California. The work will be done by the Mahoney Brothers
Company of San Francisco.

Pacific Electric Railway, Los Angeles, Cal. — Construction
work on this company's line to connect with Hawthorne and
El Eegundo has been begun by the company at South Los
Angeles.

*Pensacola, Fla. — George H. Hervey has received notice
from Washington that a bill authorizing him to construct
and operate an electric railway on the military reservations
of Fort Barrancas and Fort McRae has passed the Senate,
after its favorable recommendation. It is planned to con-
nect the proposed railway with the Pensacola Electric Com-
pany's line to Fort Barrancas.

East St. Louis & Suburban Railway, East St. Louis, 111. —
Work will be commenced at once by this company on the
relocation of its track on the Rock Road, St. Louis, from the
side to the center of the street.

Chicago & Milwaukee Electric Railroad, Chicago, 111. —
Plans are being made by this company to build a concrete
and steel viaduct 50 ft. in length over a street in Glencoe,
111. This company has been making repairs on its tracks on
Genesee Street, Waukegan, 111.

Chicago, Ottawa & Peoria Railway, Ottawa, 111. — This
company will replace two or three small trestle bridges and
reinforce one steel viaduct as soon as the weather permits.
Contracts for this work have been let to the Joliet Bridge
& Iron Company.

Aurora, Elgin & Chicago Railroad, Wheaton, 111. — A re-
port from this company states that a contract has been let
to the Union Switch & Signal Company for equipping the
single-track line between Wheaton and Geneva with its
T.D.B. system of block signals.

Tri-City Railway, Davenport, Iowa. — The Council of the
city of Rock Island is asking this company for the extension
of a line south of Eighteenth Avenue on Seventeenth or
Twenty-fourth Street entering territory recently annexed in
South Rock Island.

*Keokuk, Iowa. — Plans are being considered for an elec-
tric line from Keokuk to Iowa City, via Washington and
Mount Pleasant, and forming a connection with Waterloo.
Robert N. Carson, Iowa City, is interested.

New Orleans Railway & Light Company, New Orleans,

La. — The City Council has directed the New Orleans Rail-
way & Light Company to proceed with the construction of
the South Claiborne Avenue line from Broadway to Car-
rollton Avenue. This action was taken on recommendation
of Commissioner of Public Utilities W. B. Thompson. The
extension must be completed by March 3.

Boston, Mass. — Bids will be received by the Boston
Transit Commission until March 2 for the construction of
Section F, Dorchester Tunnel. The section is located be-
tween Foundry Street and West Fourth Street, and in-
cludes the Broadway station with a loop and incline for
surface cars. The structure is to be mainly of reinforced
concrete and structural steel. Specifications and forms
of contract may be obtained at 15 Beacon Street. [Nov.
20, '15.]

Metropolitan Street Railway, Kansas City, Mot — The

contract for grading the extension of this company's
Troost Avenue line from Forty-eighth Street to Seventy-
third Street has been awarded to Edward Meegan by the
Board of Public Works. W. C. Mullins was awarded the
contract for grading Twenty-fifth Street from Southwest
Boulevard to Broadway. The company will also recon-
struct the bridge over the Kaw River at Ohio Avenue. The
structure will be a through riveted truss bridge, have one
400-ft. and one 215-ft. span, superstructure of steel and
foundation of concrete. The American Bridge Company has
the contract for the steel spans. The substructure work con-
sists of remodeling one abutment, removing two piers and
one abutment and building two piers and one abutment.
Waddell & Son, Kansas City, Mo., engineers.

Fallon (Nev.) Electric Railroad. — At the annual meeting
of the stockholders and directors of this company the old
board of directors was re-elected. Manager E. S. Berney
reported that the grading for the road is practically com-
pleted as far as Sand Point. The work includes bridges
and culverts over the water courses and the grade is now
in condition to receive ties and rails. The Southern Pacific

February 19, 1916] ELECTRIC RAILWAY JOURNAL

387

Company has built a switch about a quarter of a mile east
of the Y to connect with the Fallon Electric Railroad's line
and provide for the transfer of freight. Arrangements
have been made with the Southern Pacific Company for the
lease of rails for the entire trackage of the company with
an option to purchase same. Tentative negotiations have
been entered into for the purchase of ties pending the plac-
ing of the bond issue that is now being financed in the East.

St. John (N. B.) Railway. — This company is now operat-
ing its cars between East and West St. John over the new
arch bridge, which replaces the old suspension bridge across
the St. John River at the reversing falls.

Salem-Pennsgrove Traction Company, Salem, N. J. — Con-
struction work has been begun on this company's proposed
line from Salem to Pennsgrove. [Jan. 1, '16.]

City Electric Company, Albuquerque, N. M. — This com-
pany has placed an order with the Colorado Fuel & Iron
Company for steel rails and track equipment to be used in
the construction of the company's proposed extension to the
University of New Mexico.

International Railway, Buffalo, N. Y. — It is reported that
alternative plans have been submitted to the Ontario Rail-
way & Municipal Board for changes on this company's line
near Queenstown Heights, Ont., where a serious accident
occurred on July 7, 1915. Some time ago, it is said, the
board submitted a plan proposing a new down-grade single-
track line which would take one continuous curve, leaving
the existing line for up-grade traffic. The company's alter-
native plan is to partially reconstruct the existing double-
track line by lengthening the curves and cutting down the
gradients.

Interborough Rapid Transit Company, New York City. —

Bids were opened for the second time by the Public Service
Commission for the First District of New York for the in-
stallation of tracks on the White Plains Road extension of
the Lenox Avenue branch of the first subway. This ex-
tension is a three-track elevated railroad extending from
the present terminus at 180th Street, north over private
property and White Plains Road to 241st Street, near the
northern city boundary. The commission first opened bids
for this work on Nov. 23, when the Coast & Lakes Contract-
ing Company, Inc., was the lowest bidder at $53,930.50.
This company stated that it had made a mistake in its
bid and requested permission to withdraw. The commis-
sion, however, awarded it the contract. Subsequently the
company asked that the contract be readvertised, and filed
a stipulation with the commission agreeing to bid upon the
readvertisement not more than $94,280.50, which was the
amount it stated it intended to bid in the first place. Ac-
cording to the unofficial totals of the bids received on the
second bidding the Coast & Lakes Company was the lowest
bidder at the figure it stipulated to bid, the other bidders'
figures being about $112,000 to $115,000. The contractor
must begin work within thirty days after the delivery of
the contract and complete 't within four months.

New York Municipal Railway, Brooklyn, N. Y. — During
the week the Public Service Commission for the First Dis-
trick of New York opened bids for the construction of Sec-
tion No. 2-A of Route No. 12, a part of the Broadway-
Fourth Avenue subway in Brooklyn, for operation under
the dual system agreements by the New York Municipal
Railway Corporation. Section No. 2-A lies in Flatbush
Avenue between Prospect Park Plaza and the Brighton
Beach Railroad at Malbone Street. The plans call for a
two-track underground railroad, and the work must be
completed within twenty months from the delivery of the
contract for operation, and entirely completed within twenty-
four months. This is a part of the line which will connect
the Fourth Avenue subway with the Brighton Beach Rail-
road. All the rest of the line is now under contract. Ac-
cording to the unofficial totals of the bids the two lowest
bidders were the Degnon Contracting Company at about
$1,370,000, and the Litchfield Construction Company at
about $1,468,000.

Lake Shore Electric Railway, Cleveland, Ohio. — Engi-
neers of this company are preparing detailed plans for the
proposed East Federal Street viaduct to replace the present
structure and to eliminate the Himrod Avenue grade cross-
ing, Youngstown. The cost is estimated at $672,000. Frank

Lillian, city engineer, is preparing plans for the approach
from Cedar Street, the cost of which is to be divided be-
tween the city and the Lake Shore Electric Railway.

*Xenia, Ohio. — Arrangements have been effected by the
Greater Dayton Association to lend its efforts to the fur-
thering of a project designed for the construction of an
electric railway from Xenia to Blanchester, via Wilmington
and from Xenia to Washington Courthouse.

Enid (Okla.) City Railway. — Work will soon be begun by
this company replacing all of the old girder rails in the city
with 65-lb. T-rails. This will require the rebuilding of the
Grand Avenue line from the northeast corner of the square
to Walnut Street at a cost of about $5,000.

Sand Springs Railway, Tulsa, Okla. — Besides constructing
various extensions, this company will double-track its line
between Sand Springs and Tulsa.

*Spartanburg, S. C. — Plans are being considered to con-
struct a line from Spartanburg via Walnut Grove and Cross
Anchor to Clinton. Among those interested are L. H. Wil-
son, president of the Bank of Cross Anchor; W. W. Harris,
Clinton, and T. B. Thackston, Cedar Springs.

*Texas Airline Interurban Company, Columbus, Tex. —
This company is being organized to construct an interurban
electric railway between Columbus and Gonzales and be-
tween Austin and Port Lavaca. Part of the right-of-way
has been secured. Ben R. Hunt, Columbus, is reported to be
interested.

Northern Texas Traction Company, Fort Worth, Tex. —

Work will soon be begun by this company on the recon-
struction of its Daggett Avenue track. The work will in-
clude the stretch from Jennings Avenue to Henderson
Street. The 56-lb. rails will be substituted by 70-lb. rails.

SHOPS AND BUILDINGS

Pacific Electric Railway, Los Angeles, Cal. — Among the
improvements contemplated by this company during this
spring is the construction of car shops at Torrance, about
10 miles south of Los Angeles, for the joint use of the Pacific
Electric Railway and the Southern Pacific Railroad. The
buildings, which will cover a site of 125 acres, will be mostly
of steel frame construction and will be so designed as to
provide for the construction of all future cars for the line.
The company's present shops on East Seventh Street, Los
Angeles, which handle repair work only and provide storage
facilities, are to be vacated to make way for a new $10,-
000,000 market terminal. Further details in regard to these
improvements are published on page 376 of this issue.

Tulsa (Okla.) Street Railway. — Plans are being made by
this company to erect a brick station on Kendall College
campus.

Lehigh Valley Transit Company, Allentown, Pa. — This

company has begun the construction of a new brick passen-
ger and freight station at Center Square, Guynedd Valley.

POWER HOUSES AND SUBSTATIONS
Galesburg Railway, Lighting & Power Company, Gales-
burg, 111. — This company will do some extensive improve-
ment work this year, among the proposed changes being
the enlargement and re-equipment of the boiler plant, the
installation of a railway unit in the electric department,
the replacing of much of the present gas pipe, new boilers
at the plant and the sinking of a deep well. The heating
plant will also be enlarged and the mains extended.

International Railway, Buffalo. N. Y. — This company has
placed in position 500,000 circ. mil cables to carry 9000
kw. of electrical energy bought by the company for addi-
tional power on its local lines. In a statement Edward G.
Connette, president of the company, said that the additional
power is required to operate nearly 1000 cars daily on the
Buffalo city lines. The five power substations are being
equipped with additional machinery, including seven 1000-
kw. rotary converter. Power will be carried direct from
the Niagara Falls power plants to the substations by new
500,000 circ. mil cables. Several of the cables have already
been strung in Broadway from Jefferson Street to the
Bailey Avenue substation and in Seneca Street from the
Imson Street substation to South Cedar Street. A total of
$175,000 is being expended in this work, which is expected
to be completed by spring.

388

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 8

Manufactures and Supplies

ROLLING STOCK

Boston Elevated Railway, Boston, Mass., has issued speci-
fications for ten new surface cars.

Jersey Central Traction Company, Keyport, N. J., is in-
quiring for new air-brake equipment.

City Light & Traction Company, Sedalia, Mo., is expect-
ing to purchase eight light one-man cars.

London & Port Stanley Railway, London, Ont., has ordered
three interurban trail cars from the St. Louis Car Company.

Claremont Railway & Lighting Company, Claremont,
N. H., expects to purchase one set of trucks for freight
service.

Arkansas Valley Railway, Light & Power Company,
Pueblo, Col., expects to purchase within a month fourteen
air-brake equipments.

Chambersburg, Greencastle & Waynesboro Street Rail-
way, Waynesboro, Pa., on Feb. 15 lost fifteen cars in a fire
which destroyed its car barn.

Rhode Island Company, Providence, R. I., contemplates
fifty new cars similar in type to the equipment ordered in
1914. It is reported that the Laconia Car Company re-
ceived the order for the car-bodies.

Cumberland & Westernport Electric Railway, Cumberland,
Md., reported in last week's issue as expecting to purchase
three interurban cars, has ordered this equipment, through
H. L. Doherty & Company, New York, from the Southern
Car Company.

Fort Scott & Pittsburg Railway, Fort Scott, Kan., a new
line described on page 376 of this issue, is in the market for
six 50-ft. cars, this equipment to be purchased through the
L. A. Wells Construction Company, 34 Wade Building,
Cleveland, Ohio.

Chicago & Milwaukee Electric Railroad, Highwood, 111.,
will exercise its option to buy fifteen more all-steel pas-
senger motor cars, similar to those ordered during 1915.
The J. G. Brill Company will furnish the bodies and trucks;
the Westinghouse Electric & Manufacturing Company, mo-
tors and control; General Electric Company, brakes.

Jamestown (N. Y.) Street Railway has ordered ten city
cars with trucks from the St. Louis Car Company. These
will have low floors, 24-in. wheels, four GE-247-B motors,
fully-inclosed platforms flush with the main floor, cross-
seats, all-steel framing, wood roofs and floors, continuous
T-posts, steel letterboards, wood trim, and a length over all
of 42 ft.

Oklahoma Railways, Oklahoma City, Okla., noted in the
Electric Railway Journal of Jan. 8, 1915, as having or-
dered six closed semi-steel, double-truck prepayment motor
passenger cars from the St. Louis Car Company, has speci-
fied the following details for this equipment:

Seating capacity 44

Weight of car body only,

16,000 lb.

Bolster centers, length. . .17 ft.

Length of body 29 ft.

Length over vestibule. . . .40 ft.
Width over sills. . . .8 ft. 3% in.

Width over all 8 ft. 6 in.

Height, rail to sills. 3 ft. 3y2 in.
Height, sill to trolley ba.se,

8 ft. 6 in.

Interior trim,

Birch, mahogany finish
Headlining ..3/16-in. Agasote

Roof Arched

LTnderframe Steel

Air brakes West.

Control K-35 G-2

Couplers Van Dorn

Curtain fixtures. .Cur. Sup. Co.
Curtain material ...Pantasote
Destination signs Hunter

Fenders Ry. Co.

Gears and pinions . . . . Nuttall

Gongs Elec. Ser. Sup. Co.

Heaters . .Peter Smith, hot air
Headlights,

Crouse-Hinds Type C, arc

Journal boxes Symington

Motors,

4, West. 92 A, outside hung
Paint ...Chicago Varnish Co.

Registers Sterling Meaker

Sanders. .. .Elec. Ser. Sup. Co.
Sash fixtures.. O. M. Edwards
Seats. .. Cross and longitudinal

Seat material Wood slats

Step treads Universal

Trolley catchers. Knutson No. 2
Trolley base .. Standard No. 14

Trucks Brill No. 27

Varnish.. .Chicago Varnish Co.

Ventilators Peerless

Wheels American

TRADE NOTES

Q. & C. Company, New York City, announces that it has
discontinued its representation of the Ross-Schofield system
of circulation of water in locomotive boilers.

Ohio Brass Company, Mansfield, Ohio, has moved its New
York office from the tenth to the eighteenth floor in the
Hudson Terminal Building, 30 Church Street, Room 1822.

Hoyt & McWilliams, New York City, specialists in invest-
ment securities, announce that W. J. McGovern has become
associated with them and will manage their public utilities
department.

Philadelphia Holding Company, Philadelphia, Pa., has re-
ceived an order to equip with four radial trucks the four
cars recently ordered by the Corning & Painted Post Rail-
way, Corning, N. Y.

Curtain Supply Company, Chicago, 111., has received an
order to equip with ring fixtures and Rex all-metal rollers
the Pantasote curtains for the 200 subway cars recently
ordered by the New York Municipal Railway.

Protective Signal Manufacturing Company, Denver, Col.,
has arranged to take over the manufacture and exclusive
sales privileges for the automatic flagman signals owned by
the National Signal Company, San Francisco, Cal.

F. B. Cutter Company, New York City, has recently sold
thirteen double-truck used cars to one customer, for imme-
diate delivery. The cars sold were all in good physical oper-
ating condition, and were bought on a first inspection.

Westinghouse Electric & Manufacturing Company, East
Pittsburgh, Pa., has appointed R. L. Wilson, manager of
the railway division, as assistant general superintendent,
looking directly after trades apprentices, employment,
working conditions and other matters of a similar nature.

DuPont Fabrikoid Company, Wilmington, Del., has re-
ceived an order to equip with its Fabrikoid material the
curtains for the thirty-one new cars recently ordered by
the Wilmington & Philadelphia Traction Company, Wil-
mington, Del., from The J. G. Brill Company. The mate-
rial is waterproof, washable and uniform in thickness, and
comes to the purchaser in a roll, thus eliminating waste in
cutting.

Mathews-Northup Company, Buffalo, N. Y., is urging the
adoption of Tuesday, Feb. 29, as "Prosperity Day," and its
celebration throughout the country. On this extra day of
the year the country will be millions of dollars richer on
account of the extra twenty-four hours of time in this year,
as compared with last year, and the suggestion is made that
all be urged to talk, think and feel prosperity, forget his
personal worries and boost.

American Abrasive Metals Company, New York City, is
calling attention to some figures recently obtained at the
Safety Exposition at Cleveland, Ohio, which show the ex-
treme importance of eliminating the commonplace hazard of
falling or tripping. In the year 1915, in thirty-four cor-
porations, comprising railroad, gas, electric light and power,
and hydroelectric companies there was a total of 226 casual-
ties. Of these accidents seventy-nine, or 20 per cent of the
total, were caused by falling or tripping and resulted in 20
per cent of the total days of lost time. Falling objects
caused sixty-six, or 17 per cent of the total number of
casualties, and resulted in only 12 per cent of the lost time.
Electric shocks caused thirty or only 8 per cent of the
total number of casualties, and resulted in only 13 per cent
of the total lost time.

ADVERTISING LITERATURE

Sherwin-Williams Company, Cleveland, Ohio, has issued
a reprint of a paper entitled "Railway Paint Specifications,
Why?" which was delivered by Philip L. Maury, manager
railway sales department of this company at the twelfth
annual convention of the Maintenance of Way Master
Painters' Association.

NEW PUBLICATION

Authentic History of the United States Steel Corporation.

By Arundel Cotter. The Moody Magazine & Book
Company, New York City. 231 pages. Cloth, $2.
This book is not a compilation of steel statistics but a
very interesting narrative regarding the formation, growth
and policies of the United States Steel Corporation. Read-
ers cannot but secure therefrom an excellent idea of what
this mammoth corporation means in American industrial
life.

Published by the McGraw Publishing Company, Inc.
Consolidation of Street Railway Journal and Electric Railway Review

Vol XL VII

NEW YORK SATURDAY, FEBRUARY 26, 1916

No. 9

ELIMINATING A The conversion of two private cars
NON-PRODUCTIVE into revenue-producing parlor
ITEM cars on the Empire United Rail-

ways, which is described upon another page of this is-
sue, is something more than an ingenious adaptation of
a means at hand to develop untapped sources of reve-
nue. It is a step that is singularly significant of the
best spirit of the times. The use of private cars for
officials may have been magnificent, but it is not rail-
roading, and the so-called business car, with its burden
of overhead charge that brings no return, is an anomaly
in the present day of real business principles. On the
Empire United Railways the converted cars in parlor-
car service have brought thus far a direct annual re-
turn at a rate of less than $4,000 each, and this is
very much below the average earnings of a standard
car in regular operation. But, on the other hand, these
receipts are amply sufficient to pay for operating the
cars, and since no new investment is involved in their
operation, the indirect return that has come in this
instance through the stimulation of traffic may be en-
tered as a clear gain.

cases where the reverse is true, and in either event the
problem holds enough of importance to be worthy al-
ways of consideration.

LARGE LAMPS
IN CAR
WIRING

The introduction of the high-effi-
ciency incandescent lamp within
the past few years seems to have
brought with it at least one problem of considerable in-
tricacy. This is the question whether it will pay to re-
wire a car for the gain that comes through the use of
a few large-capacity lamps instead of a large number
of small-size units. When the industry had nothing
better than the carbon filament lamp, the problem did
not exist, because the carbon filament, with its low
light-producing ability per unit of current, at least had
the very definite advantage of almost indefinite rugged-
ness — something that seems to be lacking in the tung-
sten filaments even under latest methods of manufac-
ture. In consequence, the matter of filament thickness
and consequent physical strength has become an im-
portant factor in lamp life. Thick filaments, of course,
are permitted only when the current flow is large, and
the lamp of maximum size is thus able to withstand the
greatest and longest-sustained vibration, such as is in-
evitable upon a railway car. Indeed, experience has
amply demonstrated that the smaller lamps do not stand
up in railway service as well as the larger sizes, and
since the latter are now known to give a satisfactory
lighting arrangement, their use should be the aim for all
lighting schemes. Although there are, no doubt, in-
stances where the expense of rewiring a car to permit
their installation is unwarranted, there are also many

THREE-WIRE
SYSTEM IN
LOS ANGELES

The proposed installation of the
three-wire system in Springfield,
Mass., as recorded in the issue of
this paper for Dec. 18, makes the description of an ac-
tual installation of the three-wire system of distribu-
tion in Los Angeles of especial interest. The author
is S. H. Anderson, electrical superintendent Pacific
Electric Railway, and the system has been in use by
that company for more than a year. From this fact
and the length of line equipped, 125 miles, it will be
seen that the test has been conducted for a considerable
time and on a fairly good-sized scale. The news that
the three-wire system is in such extended use in Los
Angeles will, we believe, be of considerable surprise to
a great many electric railway engineers, as little has
been said about the system up to this time. We assume
that this has been the case not so much because of un-
certainty on the part of the railway officials as to the
efficacy of this method of reducing the track voltage,
but of doubt as to whether the operating conditions of
the property would prove there, as elsewhere, to be in-
compatible with the necessities of operation under the
three-wire method. But evidently the troubles experi-
enced in other cities have been overcome by care in the
engineering layout of the distribution system, and the
difficulties of lack of balance have not been experienced.

RISING

CAPITAL

COST

That the cost of railway capital
has risen in recent years is a
statement generally accepted with-
out argument as being true, but when one finds definite
figures on this rather intangible subject they are in-
teresting if only as corroborative evidence. For this
reason we pass on to our readers the illuminating data
just compiled by the Bureau of Railway News and
Statistics. Taking as a basis the listings of steam rail-
road bonds on the New York Stock Exchange since
1900, this bureau finds that since 1905, when the is-
sues at 4 per cent or under reached the high point of
95.8 per cent of the total of $538,584,000 listed, the is-
sues at such rates have gradually decreased until in
1915 they represented only 9.77 per cent of the total of
$325,655,000 listed. Of course, the nominal interest
rate on bonds does not necessarily indicate the cost of
the capital acquired, on account of discount and
premium sales, but for railroads as a whole the nominal
rate approaches the effective rate with sufficient ap-

390

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 9

proximation to indicate that the cost of railroad capital
is showing an upward tendency. If one were to in-
clude with the bond listings the short-term note issues,
which at 5 per cent and 6 per cent have in the last few
years increased rapidly in use, the rising tendency
would be still more apparent. It is important also to
note that in 1905 $245,961,000 or about 45 per cent of
the bond listings were for new capital and the re-
mainder for refunding, but that the amount devoted to
the former use reached as low a point as $78,624,000 or
24 per cent in 1915. These figures prove nothing
numerically so far as electric railways are concerned,
but they do indicate what is as true for these carriers
as for steam railroads — that rising capital cost under
stationary rates and unrestricted expense burdens is
not the proper prescription for transportation develop-
ment. If the public has so increased the transporta-
tion hazard that a further gradual rise in capital cost
is inexorable, then it must assume the burden or forego
the needed development.

FREIGHT AND COST OF LIVING
An undertaking of more than usual interest in con-
nection with the ever-present problem of reducing the
cost of living is being projected in Los Angeles. This
is the erection of a new large market for the sale of
foodstuffs and other farm products which will be
brought directly to the market by the cars of the inter-
urban electric railway system which centers in Los An-
geles. In fact, the market is to be erected on land now
belonging, in part, to the Pacific Electric Railway, al-
though that company has no direct financial interest
in the proposed undertaking.

For years a number of interurban lines, particularly
in the central states, have been of great service to the
farmers as carriers of their products directly to the
cities, and the milk car has been a part of the equip-
ment of a number of roads. We believe, however, that
it was Prof. Clyde L. King of the University of Penn-
sylvania who first showed the importance of a system
of cheap electric transportation directly from the
farmer to the markets of a city, and the effect which
such a system would have upon the cost of living, in
a report made in 1913 to Mayor Blankenburg of Phila-
delphia. Professor King made a very careful analysis
of the subject and found that if some system of direct
transportation from the produce farms to the markets
could be arranged it would obviate three very serious
factors in the cost of retailing fresh vegetables and
other foodstuffs. The first was the transportation from
the farm to the steam railroad freight station. The sec-
ond was the delay on the steam railroad in taking the
foodstuffs to the freight station in the large city. The
third was the cost of delivery from the freight station
to the market. His proposed remedy was, in brief, di-
rect routeing from the farm to the market.

This is what the Los Angeles installation proposes.
In other words, it is the first step, certainly on a large
scale, to meet the economic question of reducing the
cost of living in large cities by introducing the most
economical method of bringing the farmer and the con-

sumer together. If the experiment in Los Angeles
proves successful, a larger field of usefulness for the
electric roads should be opened up by this method.

SALVAGE VALUES IN ELECTRIFICATION

In discussions of the commercial possibilities of
steam railroad electrification the question of salvage
value obtained from the released steam locomo-
tives has rarely received very serious attention. This
has, perhaps, been due to the fact that, until the present
time, there has been little definite information upon
which to base conclusions, with the result that esti-
mates have ranged between wide limits. In general,
they have erred on the side of conservatism and ap-
parently in most cases have been lower than necessary.

The recent completion of the Norfolk & Western
electrification, however, has given at least a definite
basis upon which to consider the matter. In this case
the electrified zone is practically a separate division of
the main line. Prior to electrification a definite num-
ber of steam locomotives of a single type were assigned
to do the work of the division, and when electric opera-
tion began these machines, thirty-four in number, were
replaced by twelve electric locomotives. The substiiu-
tion was complete, and except for the effect of a steadily
rising tonnage, the twelve electric engines are now do-
ing exactly the same work that was done by the thirty-
four steam machines.

The standard type of steam engine that was displaced
in this case weighed about 540,000 lb., including the
tender, and the new value, which may be set at about 7%
cents per pound, would thus be $40,500 for each ma-
chine. The thirty-four engines displaced by electricity
would then be worth $1,375,000 or some 45 per cent of
the announced cost of the whole electrification.

On the Chicago, Milwaukee & St. Paul electrification
now under construction, forty-two electric locomotives
will replace approximately eighty steam engines. The
variations in traffic and the shifting of motive power
prevent a direct estimate of the salvage value of the
latter, but an approximation based upon probable aver-
ages would indicate that this should be about 20
per cent of the total investment. Manifestly, this figure
is smaller than that obtaining on the Norfolk & West-
ern electrification because of the much lower density
of traffie on the transcontinental road. In fact, the fig-
ure 20 per cent seems to represent about the minimum
that might be expected under any conditions, because
the St. Paul has unquestionably a lighter tonnage than
any of the lines that have thus far been electrified.
This road, it is true, passes over three mountain ranges
within the limits of the 440-mile electric zone, and to
the extent that these grades require pusher service,
the number of steam locomotives needed to handle the
traffic would be increased over normal conditions. How-
ever, the grades constitute one of the major reasons
for introducing electric operation and on this account
their influence in increasing the number of steam loco-
motives may be largely discounted. On the other hand,
the Norfolk & Western's salvage value of 45 per cent
represents presumably the maximum attainable figure.

February 26, 1916] ELECTRIC RAILWAY JOURNAL

391

The grades are very heavy and comprise a large per-
centage of the electrified line, three steam engines be-
ing used on each train prior to the advent of the electric
locomotives. In addition the traffic, amounting to twen-
ty-six east-bound trains daily, is exceptionally heavy,
and these features in turn tend to offset the fact that
the total cost of the installation included expenditures
for a power station.

It appears, therefore, that the average salvage value
of steam locomotives involved in a main-line electrifica-
tion should be between 20 per cent and 45 per cent of
the total cost of the installation, these figures being
based on new value. In consequence, the item consti-
tutes an important consideration in connection with cal-
culations of possible economies due to electrification.
A reduction of one-third of the investment, which is the
equivalent of a salvage of 33 1/3 per cent, might well
be sufficient to make an otherwise apparently unprofit-
abl installation into a very attractive proposition, and
it would seem that more attention ought to be paid to
this feature in connection with every preliminary cal-
culation of electrification economics.

REGULATION MUST BE IMPARTIAL
Too much criticism of public service commissions by
the public comes from the idea that the chief purpose
of the commissions is to reduce rates. A case in point
is the attack on L. D. Brandeis before the Senate judicial
sub-committee because he, as counsel for the Interstate
Commerce Commission in the 5 per cent rate case,
dared to forget the "public" character of this body so
far as to state that to his mind the carriers had proved
their need of increased net income. We are not con-
cerned here with the fitness of Mr. Brandeis for high
judicial office, but we are interested in the assumption
of certain public advocates that since the public did
not favor certain rate increases, the counsel for the
commission was, by virtue of this fact alone, derelict
in his duty in giving an impartial ear to proof sub-
mitted by the railroads.

We had hoped that such evidences of mental bias on
the question of corporate regulation were a thing of the
past. In the early days of regulation, to be sure, utili-
ties generally feared that the powers conferred upon
regulatory bodies would be used primarily for the im-
position of greater burdens on utilities simply in answer
to public demands, and, indeed, we have often suspected
that many citizens loudly supported the regulation
propaganda because they had a sneaking idea that the
natural result would be reduced rates and increased
service. With the growth of the regulatory system and
its more nearly perfected operation, however, a truer
conception of the functions of commissions has generally
risen, for it has been clearly realized that such bodies
are not ex parte public tribunals sitting in judgment
over utilities, but are impartial bodies pledged to
restrain exorbitant and unjust public demands as much
as to put wayward and recalcitrant corporations aright.
While capable of a wider interpretation of their empow-
ering acts than courts are of general statutes and con-
stitutional provisions, commissions are real judicial

tribunals which must hold the scales of justice as level
as do the courts.

The misconception of the regulatory theory that has
seemed to underly the stated objection to Mr. Brandeis
may not be widespread, but it is unfortunate that it
should exist at all. We are glad to observe that the
new commissioners in New York City, as evidenced by
their recent comments in one case to the effect that the
question is not how many people would like to have in-
creased transfers but whether it would be reasonable
to impose an order on the company, have the true con-
ception of the way in which their functions should be
exercised. To strengthen our point, however, we will
go far away from the scene of the turmoil in New York
and cite the case of the Manitoba Public Utilities Com-
mission, whose point of view in this matter is all the
more interesting because it is not presented in any
particular case but is laid down in the latest annual re-
port as a warning because of repeated public offences.

Complaints made to this commission, it is said, fall
under two heads, the first covering trouble caused by
the acts or neglect of individual employees. In such
cases, the commission states, the public is too likely to
judge a whole system by isolated acts of a small per-
centage of men under standard, who, even with great
care in selection, will always be found where a large
number are employed. Anyone who would judge fairly
the operations of a utility, and more especially electric
railway and telephone systems, must remember this
human element. On these systems as a whole such
weaknesses are no more than existing in other labor-
employing undertakings, and are probably considerably
less. The other class of complaints concerns demands
for improvements and increased service. In the com-
mission's opinion, such demands are often made
thoughtlessly and without regard to financial possibili-
ties or the likelihood of operating loss. There is a
want of appreciation of the fact that in sparse com-
munities reduction of rates retards new construction
and service improvement, and takes away the financial
basis of a commission order for such betterments. Fur-
thermore, the commission finds that there is a tendency
to look at the rate of dividend paid by electric railways
and draw conclusions superficially, it being forgotten
that to regulate a utility so severely as to restrict its
productiveness to the current commercial rate of inter-
est is to stifle the enterprise.

The foregoing notes from the commission's report
ably prove that judicial calmness and impartiality are
not at all incompatible with the exercise of the regu-
latory power, but to sum the matter up we shall simply
quote the commission's conclusion : "These various con-
siderations are frequently forgotten or deliberately
overlooked by persons, sometimes in fact by elected rep-
resentatives, who unwarrantably create discontent
against what, in view of the rates and street facilities,
is reasonable public service. A commission is bound to
meet and deal with all these matters with a due regard
to public service, but at the same time to withstand at-
tempts to suppress a utility through the medium of the
commission." Truly a Solomon sat in judgment here!

392

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 9

Parlor Cars to Stimulate Traffic

The Empire United Railway Has Introduced a Fast Parlor Car Service Between the Cities of
Rochester and Syracuse, N. Y., Using Converted Private Cars — The Direct
Revenue from This Service Approximates $7,500 Annually

DURING the past year a fast parlor car service has
been placed in operation under novel conditions by
the Empire United Railways. This property includes
a high-speed route between Rochester and Syracuse.
N. Y., which parallels the main line of the New York
Central Railroad. The steam trains make the run be-
tween the two cities in about two hours, operating a
dozen trains daily in each direction, while the inter-

EMPIRE UNITED RAILWAY PARLOR SERVICE — MAP OF SYSTEM

urban road, with a somewhat longer route of 86 miles,
makes a running time between terminals of two hours
and forty minutes, including seventeen stops at various
towns and villages along the line. In consequence, the
competition for the through traffic is severe, and it was
with the idea of attracting a greater share of this that
the parlor car service was inaugurated. An important
contributing circumstance was the ownership, by the

electric railway company, of two special cars which
could be thus utilized to good advantage.

Private Cars Converted to Parlor Cars

Both of these cars were typical large business cars
designed for official trips over the line. They were
beautifully finished inside and out and were well
equipped to afford the utmost comfort in travel. Under
existing conditions, however, each one represented a
very considerable investment which brought no direct
return, and their use for the proposed parlor car service
was considered to be an excellent opportunity to place
them in revenue-producing operation.

To make the cars suitable for the parlor car service,
only minor changes were necessary. In general, the
interior partitions which originally divided the cars
into various compartments were not disturbed, but the
kitchenette, stateroom and other similar arrange-
ments with which the cars had been originally equipped
were rendered superfluous by the new service and were
removed. The space which they occupied was then con-
verted into seating compartments for passengers.
Large wicker chairs were installed in the body of each
car, and in the section reserved for smokers leather
upholstered armchairs were provided. The latter sec-
tion, it may be said, is located at the front end of the
car in each case, the cars being operated in one direc-
tion only, so that entrance to the main seating com-
partments is effected directly as passengers board the
rear end of the car.

No special facilities for entrance and exit were found
to be needed, owing to the relatively small number of
parlor car seats that are installed, the number in one
car being thirty-five and in the other car forty, and

EMPIRE UNITED RAILWAY PARLOR CARS PARLOR CAR "SYRACUSE" OPERATED AS A TRAILER

February 26, 1916] ELECTRIC RAILWAY JOURNAL

393

EMPIRE UNITED RAILWAY PARLOR CARS PARLOR CAR "ROCHESTER" TRICR TO CONVERSION

although one of the cars has no vestibule, involving
four steps from the ground level to the car floor, no
difficulty has been experienced on this score.

Changes in the interior equipment were minor in
character. The most important was the installation of
a Peter Smith coal-fired heater to saye current, as
power is purchased by the railway company on a
straight kilowatt-hour basis from one of the Niagara
power companies. These heaters have nickel-plated
trimmings and a completely nickel-plated hood and
blower. This makes an exceedingly fine appearance,
the elaborate finish having been adopted solely for orna-
mental purposes, as the heaters are exposed in the in-
terior of the main seating compartment. The lighting
is of the semi-indirect type, with shaded incandescent
lamps. The car floors have been left covered with soft
and heavy carpet, and the highly-finished interior wood-
work has been allowed also to remain, giving an excep-
tionally luxurious effect.

When they were converted into parlor cars, the two
private cars were renamed respectively "Rochester"
and "Syracuse." The former is equipped with control
and motor apparatus and, in its present service, draws
a trailer for a day coach. The electrical equipment
consists of four Westinghouse No. 118, 125-hp. motors,

and the total weight of the car and its equipment is
lJ0,000 lb. Originally, this car was divided into six
different compartments, and when the private car equip-
ment was being removed it was not deemed advisable
to remove these partitions until the results of the new
service had shown beyond any doubt that it would be
permanent. In consequence, these partitions were left
in place, but it is expected that in the future they will
be taken out to leave only three compartments, namely,
the main seating compartment, the smoking compart-
ment and a lavatory.

The car named "Syracuse" is a trailer which weighs
50,000 lb., and this car is drawn by one of the standard
passenger cars used in the interurban service of the
railway company. The latter type of car weighs 87,500
lb. and is equipped with four Westinghouse No. 119,
125-hp. motors. The "Syracuse" was originally a pri-
vate car having a dining-room, kitchenette and two
observation compartments, but in its conversion the
dining-room section was removed, leaving only a main
compartment, a smoking compartment and a lavatory.

Details of the Service

In all cases the parlor car trains consist of a motor
car and trailer. No trouble has been experienced with

EMPIRE UNITED RAILWAY PARLOR SERVICE INTERIOR VIEWS OF CARS

394

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 9

the equipment on the cars, and with the exception of
the first week or two there has been no difficulty in
making schedule time with the trailers. In the original
service four parlor-car trains were operated in each
direction daily, except on Sundays, cars leaving Syracuse
at 7.10 a. m., 11.10 a. m., 1.10 p. m. and 5.10 p. m., and
leaving Rochester at 8 a. m., 10 a. m., 2 p. m. and 4 p. m.,
but very recently this service has been increased as out-
lined in another paragraph. The actual running time
for the 86 miles, as aforementioned, is two hours and
forty minutes, so that westbound cars have ten minutes
and eastbound cars thirty minutes lay-over. In prac-
tice it has been found that these lay-overs are ample
to allow for any incidental delays that may take place.
For the parlor-car trains there are seventeen inter-
mediate stopping points, and a considerable portion of
the traffic is between these towns and the larger cities.
Nevertheless, a flat charge of 25 cents is made for a
seat in the parlor car, regardless of the distance that is
traveled.

On an average, approximately 100 passengers ride in
the parlor cars each day, during the eight trips, so
that the yearly receipts from the two cars is of the

EMPIRE UNITED RAILWAY PARLOR SERVICE TYPICAL ADVERTISING POSTCARD

order of $7,500, an attractive return in view of the fact
that practically no additional investment was involved
in the introduction of the service through the purchase
of new cars.

However, the real reason for the installation of the
new service was not so much because of the revenue
obtained from the sale of parlor-car seats but rather
to encourage the through travel between Rochester,
Syracuse, Auburn, an important intermediate city from
which connection is made to the main line between
Rochester and Syracuse by means of a short branch
road.

That results have justified the company's expec-
tations in this regard is demonstrated by the fact that,
although the general slump in electric railway receipts
throughout the country has appeared in the form of a
decrease of about 10 per cent in passenger earnings on
the Empire United Railways, the through business
between the cities of Rochester, Syracuse and Auburn
has shown no decrease at all.

inauguration of the parlor car service. Of these, per-
haps the most novel is the operation of taxicab service
to transport passengers to or from the interurban rail-
way terminus. This plan, which is now on trial in
Syracuse, was planned solely as a convenience for the
patrons of the Empire United Railways, and although
it is designed to be self-supporting the rates are main-
tained at a low figure, so that it really offers a material
advantage to the railway passengers. The type of ma-
chine that is used is of the highest grade, with uphol-
stery of mohair, making the service like that which
would be afforded to the owner of a limousine rather
than that expected from the ordinary taxi. The taxi
service is advertised largely by distribution of small
cards, bearing on one side the schedule of rates and
displaying prominently the telephone number of the
company's operator, to encourage the calling of the
taxicab by telephone by prospective passengers.

Publicity for the parlor car service is provided also
by the distribution of advertising post cards, and a
typical one of these is reproduced in an accompanying
illustration. In addition, attention is called to the serv-
ice in the company's folders, and provision has been
made for advance reservations of
parlor car seats at the terminals in
Rochester, Syracuse and Auburn.
The hotels in the various cities along
the route are furnished with framed
schedules, showing the leaving time
of all trains, and at the bottom spe-
cial notation is made of the fact that
parlor car service is afforded on cer-
tain trains. Personal solicitation by
the traffic department also keeps the
hotel managements active in turning
business toward the electric railway.

In general, the experience with
the new service, which, it should be
said, was conceived by Ernest Gon-
zenbach, general manager Empire
United Railways, has been thor-
oughly satisfactory in every respect.
As a matter of fact the direct re-
turns, even during the first year of
operation, have been such that the
company has recently reconstructed
a standard passenger car, which had
been built with a somewhat more elaborate finish than
usual, into a parlor car similar in character to the two
which were originally placed in operation.

This car was placed in regular service on Feb. 3 to
amplify the original parlor car schedule, and it enables
the company to provide a two-hour parlor service out
of Syracuse and Rochester during the entire day. The
first parlor car now leaves Syracuse at 7.10 a. m. and
the last one at 5.10 p. m., while from Rochester the
service begins at 8 o'clock in the morning and ends at
6 o'clock in the afternoon.

Publicity for New Service
Numerous ingenious schemes have been devised by
the company to attract attention to the improved con-
ditions of travel which have been brought about by the

To supply energy to the last electrified section of the
Lancashire & Yorkshire Railway, from Manchester to
Bury, via Heaton Park and for future lines, which has
recently been electrified, a power station has been built a
few miles out of Manchester. The generators consist
of two 5000-kw. 6600-volt turbo-alternators, made
by Dick, Kerr & Company, which are supplying three-
phase current to two substations, Victoria Station,
Manchester and at Radcliffe, also a third turbine unit,
consisting of a 500-kw., three-phase, 25-cycle Westing-
house geared turbine set to generate current at 440
volts for auxiliary uses.

February 26, 1916]

ELECTRIC RAILWAY JOURNAL

395

Three- Wire System in Los Angeles

This Installation Has Been in Use for More Than a Year on 125 Miles of Track, and Impor-
tant Reductions in Track Voltage Have Been Obtained — Advantages and

Disadvantages Discussed

By S. H. ANDERSON

Electrical Superintendent Pacific Electric Railway

AT the present time the Pacific Electric Railway has
the three-wire system of distribution in use on
125 miles of track. On a part of this track the system
has been in use now for more than a year, so that the
company has had an opportunity to study the efficiency
of the system as a means of reducing the voltage gradi-
ents in the track and thereby improving the electrolysis
conditions in the adjacent territory.

The trolley is broken up into insulated sections alter-
nately positive and negative to the rails. The motor
generator sets in the substations are run two in series,
the neutral between the two motor-generator sets being
connected to the rails and the positive and negative
terminals being connected to the corresponding sec-
tions of the trolley. There are four of the Pacific Elec-
tric Railway Company's substations so arranged, and
all of the trolley fed from these stations is operated on
the three-wire system. The names and locations of
these substations and the equipment in them is as
follows :

Name

Location

Equipment

two

Olive Los Angeles . .

Sherman Sherman \ one

1 one

Pasadena Pasadena

two
two

Altadena Altadena \ two

( one

1000-kw.
1000-kw.

400-kw.
1000-kw.

600-kw.

200-kw.

400-kw.

motor generators
motor generator
motor generator
motor generators
motor generators
motor generators
motor generator

Total capacity of motor-generator, six sets 7,400 kw.

The upper diagram shows the connections for the Olive
substation, and the second diagram the arrangement of
feeders and trolleys supplied from this substation and
the Sherman substation. The territory between these
substations consists largely of a high-class residential
district called Hollywood. The largest part of the
traffic over the company's lines in this district is local,
but includes also interurban service to the San Fer-
nando Valley and to beach resorts.

The introduction of the three-wire system did not
require any very extensive changes in substations and
feeders. At Olive substation it involved nothing but a
few changes in switchboard connections. At Sherman
substation it involved changes in switchboard connec-
tions and the installation of a 400-kw. motor-generator
set. No additional feeders were required, but the old
feeding system was rearranged somewhat and sectional
insulators installed in the trolley wire. Between the

I OOO K.W. 5TAMUEY
M.& SET.
M'2

IOOOKWCE .

M.«. SET.

D. C FEEDERS

To Rai i_

TBQLLEY, NEGATIVE BUS

THREE-WIRE SYSTEM — CONNECTIONS ON BACK OF SWITCH-
BOARD, OLIVE SUBSTATION

positive and negative sections of the trolley two stand-
ard 600-volt sectional insulators were used, spaced 6 ft.
apart.

When the system was laid out an effort was made to
divide the positive and negative sections so that the
average over-all voltage from the substations to a point
on the track midway between the substations would be

- NEGATIVE TROLLEY

- POSITIVE »

- NEGATIVE FEEDER
-POSITIVE

■I:

ffo Motes

> BREAKER^

e Wakes* ' BREAKER-* ^

OLIVER
*35

A0

- TO OCEAN PARK

THREE-WIRE SYSTEM — DIAGRAM SHOWING POSITIVE AND NEGATIVE TROLLEYS AND FEEDERS

396

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 9

approximately zero. After the system was placed in
operation it was found necessary to shift the location
of one set of sectional insulators slightly to secure this
result. At Brush Canyon there are a number of motors
operating a stone quarry and connected between trolley
and rails. These motors take about 400 amp., which
was formerly all returned through the rails to Olive and

THREE-WIRE SYSTEM — VOLTMETER CHART FOR TWENTY-FOUR
HOURS BETWEEN TRACK AT HOLLYWOOD FREIGHT STATION
AND NEUTRAL BUS AT OLIVE SUBSTATION

Sherman substations. When the three-wire system
was put in effect, one-half of these motors were put on a
positive feeder and one-half on a negative feeder so
that this load was almost entirely removed from the
rails.

At Pasadena and Altadena substations the general

arrangement is similar to that at Olive and Sherman.
At neither Pasadena nor Altadena substations was it
necessary to install any additional equipment in order
to make use of the three-wire system.

Results Secured by the Use of the Three-Wire

System

The large chart on this page shows the voltage condi-
tions which obtained in the track between Olive and
Sherman substations before and after the use of the
three-wire system. It will be seen that with the use of
this system the track voltage has been very greatly re-
duced. There are still voltage swings in the track of
considerable magnitude, but they reverse rapidly in
direction and the algebraic average voltage is every-
where very low. For example: the voltmeter chart re-
produced on this page shows a continuous twenty-four-
hour record of the voltage in the track between Olive
substation and the freight station near Ivar Street on
Hollywood Boulevard, a distance of 3 miles. Ivar
Street is positive to Olive substation a maximum of 14
volts and is negative to Olive substation a maximum of
9 volts, Ivar Street being positive to Olive substation
an algebraic average for twenty-four hours of only 0.7
of a volt. Electrolytic action on underground pipes is
proportional, other things being equal, to the average
voltage drop in the rails rather than to the maximum
voltage drop, so that it will be seen that such action in
this case has been reduced to a very small amount.
Previous to the use of the three-wire system, Ivar
Street was positive to Olive substation 25 volts maxi-
mum and 18 volts average for one hour, no twenty-four-
hour record having been taken.

In the chart below showing voltages before and after
the change was made, the points for measurement
selected are those where the maximum gradients were
found. It would be an easy matter to reduce them still
further by shifting the sectional insulators, but it
would be at the expense of the over-all voltage and was
not considered desirable.

OVERALL VOLTAGES IN RAILS

DATE

DURATION

(IF lf.SU

POSITIVE lyo
CONTACT IMAX

' '.,
Ml,

LOCATION
or CONTACTS

5-26-13

QUARRV

!Z5

RAILS AT BRUSH
CANON QUARRV AND

9-34-15

SUAMTOS :16 A.M.

5

3

13

5-6-14

2 4 HOUR CHART

WAR ST

30.

RAILS AT IVAR ST>

9- 15-15

t

12.

POTENTIAL GRADIENT PER 1000 FT Of TRACK

DAT f

DURATION
or TEST

DIRlCTIONOT
GRADIENT

t:
Avf,

LOCATION

9-17-15

JIA M.T0 12 NOON

«ve ■: i

i t.

WE!,T FROM

EAST

1 9

.25

9- 17-V.

120PM T02:20PM

.8 1 -

15 | .3

4-ll-'l4

If U.m

2

.9

SHERMAN.
EAST ClTV LIMITS

TW0 2-1 H» ■ >lAHT>i

3 -1

.4

I

DATE

DURATION
OF TLST

POSITIVE
CONTACT

VOLTS

LOCATION

MA-

A 7(

5-16-15

8 5

v l ST A DLL MAP

11-15-15

415PM "ID 12 NIGHT

ZERO

5— IS -13

9r55AM TO 10'IOA.M

RAI' ■■

f.

HOLLVWOOD BLVD.

&r TETR

i 1 ■ / f ■ 7i 5

3 oath Tr.ir f-f.f.Hi

lb

ZERO

11-5-10

RAH

3

i

SANBORN JUNCTION

11- 6 -'15

RAILS j 9.

ZERO

OLIVE SUB STATION

pipe- |y

OVERALL VOLTAGES IN RAILS

DATE

DURATION
OF TEST

POSITIVE

VOLTS

LOCATION
OF i ON TACTS

comtac r

VIA.'

AVG

5- 16V14

5 0OP.M.T06 DOPM.

IVAR ST.

k'j

IS

IVAR ST. TO
OLIVE SUB STATION

3 - 2 i -'l 5

3

9.

9-21*22-15

IOOOA.M TO 10:00AM

17.

7

5-L6-13

4:54RM.T0 5M9P.M,

mi. ST .

22

15.

sunset blvd. and mill
st to olive sub sta.

3-4*S-*lS

1-05PM TOB'OSAM

\l,

OLIVE SUB

l€

.5

10- 7- 15

H'Oopm.to 3;oopm

BIG BARN |17.

2.5

BIG BARN STOP TO
SHERMAN SUB STA.

SHERMAN 5UB|8.

THREE-WIRE SYSTEM — DIAGRAM SHOWING VOLTAGE CONDITIONS AT POINTS OF MAXIMUM DIFFERENCE OF VOLTAGE BEFORE AND

AFTER INSTALLATION OF THREE-WIRE SYSTEM

February 26, 1916]

ELECTRIC RAILWAY JOURNAL

397

Results secured in Pasadena and Altadena are similar
to those secured in Hollywood.

Disadvantages of the Three-Wire System

The chief disadvantage in the use of the three-wire
system lies in the fact that the load factor on the indi-
vidual units in the substations is reduced somewhat and
the substation losses thereby increased. Also, the
losses in the trolley feeders are increased slightly.
Under some conditions this would be serious. Under
the conditions obtaining on the Pacific Electric Rail-
way, where the three-wire system is used, these losses
have been largely compensated for by the reduction in
the power loss in the track.

Among minor points, the fact might be mentioned
that luminous arc headlights on the cars will not burn
satisfactorily when the current is reversed through
them. On the Pacific Electric Railway, incandescent
headlights and carbon arc headlights are used where
the three-wire system is in operation and are satisfac-
tory. Where cars are equipped with storage batteries
for operating the control equipment and where the bat-
teries are charged from the trolley while cars are in
service, it would in some cases be necessary to install
polarized relays in the charging circuits to prevent re-
versal of current through the batteries. This has not
been necessary on the Pacific Electric Railway on ac-
count of the short distance which such cars operate over
negative trolley.

There have been no serious operating difficulties en-
countered where the three-wire system has been used
on the Pacific Electric Railway either in the substations,
on the lines or on the cars.

Comparison of the Three-Wire System and Insu-
lated Negative Feeder System

Under favorable conditions, such as exist where there
are a sufficient number of units in the substations and a
sufficient number of feeders to carry out a three-wire
system of distribution, such a system can be installed at
a small fraction of the cost of an insulated negative
feeder system, and it can be operated with much less
loss than that incident to the use of an insulated feeder
system of equal effectiveness.

There is nothing that can be accomplished in the
matter of electrolysis mitigation by the use of an in-
sulated negative feeder system which cannot also be
accomplished by a three-wire system of distribution.

Cost of Power Plant Chimneys

Among the data filed by the Bay State Street Railway
with the Massachusetts Public Service Commission in
the pending fare case were the detailed costs of power
plant equipment. Some details of the chimneys of these
plants are given below, together with their costs, in-
cluding 14% per cent for engineering, interest, insur-
ance, contingencies, taxes and organization.

Haverhill Plant: Circular brick stack; 137 ft. high;
inside diameter at top 6 ft.; built in 1892; cost $6,195.

Byfield Plant: Circular brick stack; 80 ft. high; in-
side diameter at top 5 ft. ; built in 1899 ; cost $3,463.

Chelsea Plant: Circular brick stack, supported by
granite foundation on piles; height 152 ft.; inside
diameter at top 8 ft.; built in 1891; cost $9,365.

Essex Plant: Square brick chimney, supported by
granite foundation; 70 ft. high; inside diameter at top
5 ft.; built in 1895; cost $2,444.

Lawrence Plant: Custodis brick stack; built in 1910;
150 ft. high; inside diameter 8 ft.; cost $5,594.

Lowell Plant: Brick chimney, supported on concrete
base resting on 40-ft. piles; built in 1890; 195 ft.
high; inside diameter at top 9 ft. 8 in.; cost $16,507.

Salem Plant: Circular brick stack on granite founda-
tion with timber piles; height, 158 ft.; inside diameter
at top 8 ft.; built in 1893; cost $12,216.

East Woburn Plant: Custodis stack; 175 ft. high;
inside diameter at top 9 ft.; built in 1912; cost $6,903.

Quincy Point Plant: Two radial brick stacks of the
Custodis type; 125 ft. high; pile and concrete founda-
tions; built in 1903; each stack cost $12,252.

New Form of Voucher Check

After Six Months' Trial the Connecticut Company
Testifies to Time-Saving and Economy of
Device Shown Below

THE Connecticut Company, New Haven, Conn., re-
cently devised and put into use a new form of
voucher check in which electric railway accountants will
undoubtedly be much interested. The front of this
voucher check is shown in the accompanying illustration,
the back of it containing only the name of the company
and spaces for the voucher number and the month. The
voucher is prepared in the auditing department on a
typewriting machine. The distribution is shown on the
face of the voucher, which enables the items to expenses,
etc., to be passed directly to the books without turning
over papers. The check portion is written in favor of

THE CONNECTICUT COMPANY - —

Chock No. 6 NEW HAVEN, CONN. Mon.h of

To T~u. No :•

Addreu — — — Month of

In payment of ■ — -

Chargeable to
General Ledger Account

Total

Correct

Approved

Approved

Approved

Checked with
Summary

Distribution
Checked

Approved

Approved (Head ot Dept 1

Approved lor paymeDt

Comptroller

ch««kN„. 6 THE CONNECTICUT COMPANY Awn. n„.

Pay to the order of— *

TWI

Endorsement by paye* U receipt, in pe

Countersigned

yment of

VOUCHER CHECK — SHOWING NEW FORM RECENTLY ADOPTED BY
THE CONNECTICUT COMPANY

the payee when the voucher is prepared, thus saving
the treasury department a great deal of work. The
treasurer's office has merely to date the check, stamp
the narne of the bank where it is payable and sign it.
The president's approval appears on the check as a
countersignature, which has the advantage of both ap-
proving the payment and countersigning the check. The
approval of the auditor or comptroller appears on the
voucher, and then, if necessary, on the check as a coun-
tersignature. I. A. May, comptroller of the company,
states that the new form has been in use for about six
months and has demonstrated that it is a time-saver
and therefore an economical device to use.

398

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 9

Accident Reduction in Chicago

The Elevated Railroads of Chicago Received " Honorable Mention " from the American
Museum of Safety Committee on Award of the Brady Medal — A Summary of
the Accident Prevention Work of This System Is Given Below

THE efforts of the Elevated Railroads of Chicago in
the direction of accident prevention have been
chronicled from time to time in the columns of the
Electric Railway Journal, the latest extended ac-
count appearing in the issue for Aug. 21, 1915. This
article was reprinted in the September issue of the Ele-
vated News, a publication of the Elevated Railroads is-
sued under the editorial direction of H. A. Johnson,
master mechanic. The following statement of some re-
cent safety work done was in part the basis on which
the award was made.

Facts About the Elevated Railroads

These railroads operate approximately 69 miles of
road, including 54 miles of two-track, 8 miles of three-
track and 7 miles of four-track road. They serve the
greater part of Chicago and the adjoining towns of
Evanston, Wilmette, Oak Park, Forest Park, River

In 1914 the central committee began the publication
of the Safety Bulletin, a four-page paper which is the
official organ of all welfare work. In November, 1914,
a safety engineer was appointed to devote all of his
time to this work and he, with the electrical engineer
and the medical examiner, assumed the work of the
central committee which was then named the "Em-
ployees and Safety Committee."

A "Watch Your Step" crusade resulted in firmly es-
tablishing this phrase in the public mind and this was
followed by effectively advertising "safety first" with
catchy explanatory sentences. The staff photographer
made photographs to illustrate incorrect and correct
procedure from the accident reduction point of view.
These were reproduced on lantern slides and used ef-
fectively at employees' meetings. Several of these
scenes are reproduced herewith.

While the accident problems are different in a sys-

SAFETY ON THE CHICAGO ELEVATED — PROTECTION IN CABLE SPLICING; PROTECTION IN TRACK WORK; CANVAS PROTECTION IN

THIRD-RAIL WORK

Forest, Hawthorne and Clyde, which had a combined
population of 2,300,000 according to the 1910 census.
There are five divisions of which the Union Loop is the
central one, the others being spread out in fan form.
The loop district traffic is greatly congested. Travel is
mostly of the long-haul variety, the surface lines taking
care of the shorter runs. All of the lines but the out-
lying portions are on elevated structure.

The Safety Movement

The Metropolitan division began the safety work in
1910 by the appointment of a committee which made in-
spections of the property and reported on possible im-
provements to reduce accidents. After the consolida-
tion of the elevated roads in 1911 safety committees
were appointed in four divisions, each consisting of the
division general foremen of the way and shop depart-
ments, the division supervisor of service and a repre-
sentative of the claim department. These report to a
central safety committee.

tern operating largely elevated track from those of sur-
face lines, these problems are nevertheless present, as
is illustrated by the following analysis of the 1914-1915
record. During this year 15,700,000 train-miles and
49,300,000 car-miles were run with the loss of eleven
lives and 584 other casualties. None of the fatal ac-
cidents were train or shop accidents. Three persons,
two of them intoxicated, fell from platforms in front
of trains, one employee was shot in a hold-up, a fifth
person dodged under a closed gate on a grade crossing
in spite of the flagman's efforts to stop him and stepped
in front of a train, while the remaining six person?
were trespassing when struck by trains.

An analysis of the injuries to passengers in other
than train accidents shows that 82 per cent of them
result from the following causes: (1) Falling on sta-
tion stairs or platforms; (2) falling in cars or on or
between car platforms; (3) falling between car and
station platforms, and (4) air-door and gate accidents.
Efforts are being made to reduce these accidents by get-

February 26, 1916] ELECTRIC RAILWAY JOURNAL

399

ting at the causes. Better lighting is being introduced
to reduce the first class of accidents, and stair treads
covered with gravel roofing paper and edged with
alundum nosings have been introduced. In winter the
stairs are kept clear of ice and well sanded. Acci-
dents on cars, being largely due to the presence of
bulky packages in aisles and to irregularities in con-
troller operation, are being reduced by prohibiting the
former and keeping the equipment and operating disci-
pline at a high standard. As considerable clearance is
necessary between the edges of station and car plat-
forms constant admonitions to "watch your step" have
been used with good effect and the clearance spaces are
brightly lighted. The reduction of gate and door acci-
dents is partly a matter of discipline and partly of edu-
cation of passengers. When necessary, extra platform
men have been provided to assist in loading and unload-
ing trains.

Other Efforts to Reduce Accidents

During the year ended June 30, 1915, many special
devices were installed to reduce accidents and the use
of other equipment was extended. Only a few of these
will be mentioned.

At one junction a detector route locking scheme was
applied, by which the track signal circuits were so con-
nected that when one of two diverging routes is set up,
the other cannot be cleared until a train has taken the
first. It can only be unlocked by the towerman going to
the bottom of the tower, breaking the glass cover of a
box and pushing the button therein.

Arc lamps at grade crossings have been replaced
with high-wattage tungsten lamps to improve the il-
lumination. Gates have been painted in brilliant red
and white, while enameled steel signs, always vertical,
have been hung from the arm ends.

By the elevation of 4 miles of track on the Evanston-
Northwestern division, thirty-three grade crossings,
with their attendant dangers have been eliminated.

To prevent pedestrians from dodging under gates at
grade crossings simple aprons, consisting of wood or
metal strips suspended parallel to the gates, were in-
stalled on street and sidewalk gates.

Wherever large bodies of men are working on the
tracks which are in use, in addition to the flagmen sta-
tioned to protect them a portable automatic trip is
placed on the track at a considerable distance from the
men. This is normally in the "danger" or trip position

SAFETY ON THE CHICAGO ELEVATED — GUARD ON CIRCULAR SAW

SAFETY ON THE CHICAGO ELEVATED WORK ON THE EVANSTON

TRACK ELEVATION

and can be cleared and held clear only by means of a
rope manipulated by the flagman.

In the shops among the improvements introduced
last year were the following:

Low bridge warning guards on roof trusses, a rail-
ing along the crane walk and a hand rail on the crane
were installed for the protection of the crane operator.

Set screws and other projections on line shafting
were removed.

A guard cable was installed in the shop to prevent
the trolley traveler from falling if derailed.

Hydraulographs were placed on all wheel presses to
check press fits of wheels and gears.

On the cars the fire extinguisher equipment was ex-
tended, safety suspensions and stronger gear case sup-
ports were put on a number of cars, obsolete brake
valves were exchanged for modern ones, many truck
brake beams were replaced with heavier ones, safety
stops were added to toggle-bars, truss-rods and car
gates, etc.

On the roadway it was found that, during repairs,
material falling from the elevated structure caused a
number of accidents to persons passing below. This

SAFETY ON THE CHICAGO ELEVATED — GEAR GUARDS ON LATHE

400

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 9

source of accident was practically eliminated by the use
of canvas sheets hung below the site of the work, or
where this did not suffice the ground below was inclosed
by red fences and patrolled by watchmen.

Special red guard boxes have been provided to cover
the conductor rails when workmen are employed near
them, as illustrated in an accompanying halftone.

Extra 10-in. x 10-in. iron-faced guard rails are be-
ing installed on the elevated structure as a safety pre-
caution. To date these have been placed on sharp
curves and bridges only.

Physical and Mental Standards of Employment,
and Discipline

An important element of the safety work of the
Elevated Railroads is the examination and training of
employees. The methods used in the medical depart-
ment were fully explained by Dr. H. E. Fisher, the
company surgeon, in an article printed in the issue of
the Electric Railway Journal for Aug. 7, 1915,
page 216. An article on first-aid methods followed in
the issue for Sept. 11, page 430.

The central safety committee has compiled a set of
safety rules which are contained in a booklet of which
a numbered copy is loaned to each employee. Persons
in charge of work are required to see that these rules
are understood.

During the past year the "honor system" of admin-
istering all rules has been applied in place of punish-
ment for infraction thereof, and excellent results have
been secured.

Educational Safety Work

During the year covered by this summary, the safety
engineer gave a number of illustrated lectures before
schools, improvement clubs, etc. These have been sup-
plemented by lectures by the medical examiner, all go-
ing to show how the public can reduce the number of
accidents. Thousands of letters have been sent to
school teachers asking co-operation in eliminating stone
throwing by pupils.

The employees have been instructed through every
possible channel and a suggestion contest, with a sub-
stantial prize, was inaugurated last spring.

In conclusion it may be stated that the chief operat-
ing difficulties of this system are imposed by the Loop
Division. The loop consists of 2 miles of double track
on which are eleven stations. Fifty per cent of all
revenue traffic is carried to and from this area of 1%
square miles. At times 190 trains comprising 925 cars
enter it hourly, on an average of a train of 4.9 cars
on each track every thirty-eight seconds. During the
year the track elevation under traffic, described above,
also introduced dangers. In spite of all this, however,
the safety record was excellent, the company being a
close second in the competition for the Anthony N.
Brady medal.

Ten Difficulties of Regulation

Ten difficulties of state regulation of public utili-
ties were named by H. O. Garman, chief engineer In-
diana Public Service Commission, at a recent joint
meeting of the Indiana Engineering Society and the
Indiana Sanitary & Water Supply Association. They
are as follows : Resentment on the part of the mu-
nicipalities toward state interference; change of per-
sonnel of commission after the members have been
educated to their duties by experience at the expense
of the public ; lack of continuity of policy owing to
changes in organization ; attempts at political adver-
tisement on the part of some city officials by starting
trouble where no real trouble exists; lack of some

form of civil service restriction for the protection of
the commission in obtaining its employees ; lack of a
co-operative spirit; political ambitions of commis-
sioners; lack of publicity of the right sort concerning
the activities of the commission; lack of confidence in
the commission, and lack of funds to carry on the work
properly.

Ice Gorges Damage Illinois
Valley Line

Floods Disable Two Plants of the Northern Illinois
Traction Company Resulting in Temporary
Stoppage of Service

UNPRECEDENTED floods in the valley of the
Illinois River and its tributaries, due to the com-
bination of a warm rainfall, melting snow and ice
gorges, seriously damaged and put out of service several
sections of the Chicago, Ottawa & Peoria Railway Com-
pany's line between Marseilles and Peru, 111. The flood
reached its crest on Jan. 21, but subsequent ice gorges
maintained the river at a high stage, making it impos-
sible to repair certain damaged sections up to as late
a date as Feb. 12. The water in the Illinois River
backed up until it was 10 ft. above the crest of the
Marseilles dam, which supplies water to the hydro-
electric plant of the Northern Illinois Light & Traction
Company, also at Marseilles. Although the level of the
flood at this stage was 17 in. above the generator room
floor, damage to the electrical equipment was slight,

CLEARING ICE FLOODS PROM INTERURBAN TRACKS ON THE
CHICAGO, OTTAWA & PEORIA RAILWAY SYSTEM

consisting largely of water-soaked insulation. The
plant was out of service from the afternoon of Jan. 21
until the morning of Jan. 23. The steam plant of this
company at La Salle, 111., was also out of service from
Jan. 21 until the evening of Jan. 24.

Damage to the lines of the railway company, aside
from interrupted energy supply, consisted chiefly of
flooded and ice-gorged tracks where the overhead lines
were literally mowed down. As shown in the accom-
panying illustration, the ice was piled up from 6 ft. to 8
ft. high over the tracks at some points, and two bridges
were carried away when the gorge broke. As soon as the
Illinois River receded, men were put to work clearing
the track. At one point it was covered with ice for %
mile. Axes, ice tongs and shovels were used to cut a
roadway through the piles of ice. West of Ottawa
about 3 miles of track were also covered with water
and ice, and the pole lines destroyed. At a number of
other points along the line, which follows the Illinois
River valley for practically its entire length, the tracks
were flooded and the pole lines cut down. While the
actual damage to physical property amounted to not
more than $25,000, the loss of three days' operation
added materially to this amount.

February 26, 1916] ELECTRIC RAILWAY JOURNAL

401

C. E. R. A. Holds Annual Meeting

Utility Regulation as Seen by the City Manager and the Public Utility Commission, and
Steam Railroad Electrification Were the Central Themes of Thursday's
Papers at the Dayton Meeting

MORE than 220 members and guests attended the
annual meeting of the Central Electric Railway As-
sociation, held at the Miami Hotel, Dayton, Ohio, on
Feb. 24 and 25. Charles L. Henry, president of the as-
sociation, presided over the sessions. On Thursday eve-
ning the first annual banquet of the association was
held, with an attendance of 237 persons. Special
cars to the Dayton meeting were run by the Terre
Haute, Indianapolis & Eastern Traction Company from
Indianapolis, Ind., by the Fort Wayne & Northern In-
diana Traction Company from Fort Wayne, Ind., by the
Michigan Railways from Jackson, Mich., by the Cleve-
land, Southwestern & Columbus Railway from Cleve-
land, Ohio, and by the Toledo Railways & Light Com-
pany from Toledo, Ohio.

Thursday Morning Session

The Thursday morning session was opened with the
annual address of the president, followed by the an-
nual report of the Central Electric Traffic Association
by A. L. Neereamer, chairman, and the annual report
of the Central Electric Railway Accountants' Associa-
tion, by F. T. Loftus, president. H. M. Waite, city
manager of Dayton then addressed the association. L.
C. Bradley, assistant district manager Stone and Web-
ster, Houston, Tex., who was on the program for an ad-
dress, was unavoidably prevented from being present at
this meeting. Secretary Neereamer then read the min-
utes of the last meeting and reported sixteen new appli-
cations for membership.

Following the adjournment five special cars, furnished
through the courtesy of the People's Railway, trans-
ported the entire party to the plant of the Ohmer
Fare Register Company. At this point luncheon was
served in the company's assembly room, following which
Col. Robert Hubler introduced J. F. Ohmer who ad-
dressed the association. After outlining the advan-
tages of Dayton and its form of government, Mr. Ohmer
called attention to the employees' welfare work of his
organization. Suggestions are solicited from all em-
ployees and remarkable results have been obtained. Mr.
Ohmer mentioned instances where the cost to manu-
facture certain parts of his registers had been greatly
reduced. In one instance the cost was reduced from
$5.40 to $1.16, and in another from $80 to $30. Twice
a year the company offers cash prizes for the best sug-
gestions. The company also gives an annual picnic for
its employees and their families. It bears the entire
expense and at the same time does not deduct from the
wages of the employees payment for the time spent at
these picnics. The work is much appreciated by the
employees.

Mr. Ohmer believed that employees' welfare work of
the character illustrated in his plant should be applied
to all railway organizations. He believed that the men
in the ranks and not those in the official positions were
best fitted to offer suggestions for the advancement of
the industry. Mr. Ohmer also called attention to the
slogans posted about his shop and apropos of these sug-
gested that the conductors of all railways should have
signs containing their names which could be inserted in
racks where they could be seen by every one on the cars.

Such signs would increase the public's respect for the
conductors and at the same time impress them with the
responsibility of their tasks.

President Henry commended Mr. Ohmer for his ex-
cellent suggestions and extended to him the thanks of
the association for his hospitality. Following an in-
spection of the various departments of the fare register
plant the party returned to the Miami Hotel where the
association program was continued.

Thursday Afternoon Session

Hon. Beecher W. Waltermire, chairman of the Pub-
lic Utilities Commission of Ohio, the first speaker at the
afternoon session, discussed the function of the public
utility commission. After calling attention to the won-
derful progress made in the past fifty years, he said that
these rapid strides had created new problems. He cited
the instance of the candle of the past which could be
bought anywhere and of which the price was governed
by the laws of supply and demand. To-day the public
utility furnishes that service and it is owned and oper-
ated as one company. If this utility was unregulated
it could fix the quality of service and the charge for it.
The same condition, he said, was also true of heat,
means of communication and transportation.

Mr. Waltermire averred that some individuals con-
tended that if they made great inventions these belonged
to them to use as they pleased. He said that such a
condition existed only so long as the invention was not
given to the public. So it was with any service upon
which the public was dependent, and this gave rise to
the need for regulatory commissions. States have pre-
scribed means of regulating these utilities but it was
never intended that these means should be used to the
disadvantage of the public utilities. There are certain
rights which the public is justified in asserting and in
turn there are certain rights which the utility can prop-
erly assert. The utility has a right to manage its prop-
erty and to fix a charge for its service that will pay a
fair return on the investment in the property. In main-
taining a balance between these rights the function of
the commission is simply that of an unbiased umpire.

Instead of creating discord a commission should bring
about harmony. There was no more reason why a pub-
lic should quarrel with its utility than that it should
quarrel with its merchants. There cannot be progress
without them, and the utilities, on the other hand, can-
not prosper without the public. Differences between
the public and the utilities arise from two principal
causes. Either the utility is made the football of poli-
tics or it is selfish in its dealings with the public. With
the advent of the utility commissions the frequency of
these controversies is declining.

Mr. Waltermire emphasized the economic side of the
problem by stating the laws which governed the eco-
nomics of public utilities were just as fixed as any
others. The pendulum swings both ways. If the pub-
lic demands too much, capital becomes timid, and if the
utility is arbitary it loses business. The equitable solu-
tion of the problems confronting utility commissions is
only possible by approaching them with an open mind.
The commission is in a position to render this service

402

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 9

and also eliminates the delays incident to action in the
courts.

In closing Mr. Waltermire said that many of the diffi-
culties affecting public utilities were due to a lack of
information. The mass of men are honest and if they
know what is right they will decide justly. He believed
that the reports to the commissions were in a way re-
ports to the public and tended to bring about a better
understanding.

I. W. Hershey, engineer Westinghouse Electric &
Manufacturing Company, then read a paper on the elec-
trification of the Norfolk & Western Railroad, a por-
tion of the paper being illustrated with lantern slides.
An abstract of the paper will appear in next week's
issue.

Report of Secretary-Treasurer

A. L. Neereamer, secretary-treasurer of the Central
Electric Railway Association, presented at the meeting
his report for the year ended Dec. 31, 1915. The
cash on hand on Jan. 1, 1915, amounted to $2,802, and
the receipts during the year raised the total to $9,538.
After the payment of expenses there remained at the
end of the year $979 of cash on deposit and $2,126 of
investments. This latter amount covers twenty shares
of 6 per cent stock of the Railroadmen's Building &
Savings Association, amounting to $2,000, and a run-
ning account on five shares on which has been paid
$126. Of the expenditures for stationery and printing,
$1,086 was for the printing of tariffs, for which there
was received $1,122, leaving a surplus from tariffs of
$36. Besides the investments and cash on deposit,
there was on Dec. 31, 1915, an amount of $112 due from
members, so that the total assets of the association on
this date were $3,217, with no liabilities. Mr. Nee-
reamer said that the finances were now in the best con-
dition since the organization of the association.

Report of Accountants' Association

For the C. E. R. A. Accountants' Association F. T.
Loftus, president, reported on the progress made dur-
ing 1915. Among other things mentioned Mr. Loftus
said that the book of proceedings was revised in Janu-
ary, 1915, for the year 1914, and a copy was sent to
each member. The by-laws were amended to permit
the secretary of the Central Electric Railway Associa-
tion to be elected secretary of the Accountants' Asso-
ciation. They already have the same treasurer. The
recommendations of the association regarding the han-
dling of passenger and freight accounts were revised
and enlarged to cover developments. The book of ac-
counting forms was discontinued and a system of in-
dexed filing pockets installed in its stead in order to
allow an expansion, to reduce the labor of filing and to
reduce the expense of shipping, when supplying mem-
bers with samples of forms requested. A copy of the
index to the accounting forms file was supplied to each
member. Mr. Loftus suggested that other departments
take advantage of the system of report-form filing and
said that if forms were forwarded to the secretary and
marked so as to show the department using them and
the manner of use, the association would gladly donate
its services in filing and indexing the forms presented.

In addition to describing the work of the association
for 1915, Mr. Loftus gave a general review of its ac-
tivities since its formation. He then referred to the
electric railways which had entered, or were consider-
ing entering, the electric light and power field and said
that already many questions had been presented as to
the handling of the accounting work. To meet this de-
mand, the committee on electric light and power ac-
counting was formed and will endeavor to present a

comprehensive system for a small business of this na-
ture at the meeting in June, 1916.

Mr. Loftus said that one stumbling block which had
stood in the way of the uniform accounting plans of
the association had been its inability to enforce its plan
for settlement of monthly traffic balances by bank draft.
In 1910 much time and correspondence were spent in
endeavoring to line up all members to the use of this
method, but although most of the larger and medium
sized companies had adopted it, many continued to use
one or the other of four different plans. As the settle-
ment by bank draft is by far the easiest and most satis-
factory method and is in use by the majority, the asso-
ciation feels that if the matter were thoroughly investi-
gated by the executive officials of the roads at fault, all
would at once enter into its use and the uniformity so
greatly desired in interline accounting would be se-
cured.

Report of Traffic Association

As chairman of the Central Electric Traffic Associa-
tion, Mr. Neereamer submitted a report of the work
done during 1915. He gave many of the statistics pre-
sented by him at the annual meeting of the Traffic
Association, published on page 210 of the issue of this
paper for Jan. 29, and in conclusion referred to the
plan of establishing a basis for uniform class rates, on
which a committee has been working for more than two
years ; also to the revision being made of the exceptions
to the official classification in order to comply with the
decisions of the various commissions and courts. In
conclusion he referred to the "intangible benefits" de-
rived by the member companies and said that during
1915 these had been more apparent than ever before.

Annual Address of President

Charles L. Henry Discusses Progress and Needs of the
Central Electric Railway Association and
of the Industry at Large

AT the opening of his address President Henry re-
ferred to the flood in Dayton in 1913 and to the
wonderful recuperative powers shown by the city. He
then spoke of the increase in membership of the associa-
tion during the past year. A year ago it represented
4166 miles of interurban railway, but this total had
now grown to 4838 miles. The Detroit United, which
was a member a year ago to the extent of 56 miles of
its track, had now brought in its entire interurban
system, an aggregate of 421 miles; the Michigan United
with 377 miles had also become a member and the Louis-
ville Interurban had joined with 92 miles of railway.
The "supply" members total 127 and represent nearly
all of the principal companies manufacturing or selling
electric railway material within the territory.

Continuing, Mr. Henry said that the association was
formed ten years ago by the union of what had there-
tofore been an Indiana association and an Ohio asso-
ciation, and its years have been years of prosperity
and usefulness. In this connection he mentioned many
of the important improvements for which it had been
largely responsible, such as the standard code of rules,
standard accounting forms and blanks, interurban
equipment standards and associated traffic work, the
latter including an interchangeable mileage book, im-
proved ways of handling baggage, joint tariff rates
providing for through tickets, and an interurban map.
In the traffic department Mr. Henry said that perhaps
the most important thing pending at this time is the
preparation of a joint folder covering the time tables
of all the roads within the association and giving full
information regarding interline business so that pros-

February 26, 1916]

ELECTRIC RAILWAY JOURNAL

403

pective patrons will be able from it to learn just what
they can do in traveling over the various electric lines
of this territory. This work is in the hands of a
special committee, which is now considering bids
for its publication. It will of course take some time to
complete the work, but when it is done Mr. Henry was
sure that every member of the association would be
proud of it.

The president also referred to the committee ap-
pointed by him to confer with and assist the committee
of the American Electric Railway Association in its
conferences with the National Bureau of Standards
relative to the publication of a code of standards by
that bureau. This committee has done valiant and use-
ful work and Mr. Harvie, chairman of the American
Association's committee has testified to the great as-
sistance it had rendered. The speaker also referred
to the successful boat trip of the association last June
and to the three-day trip which the association would
take in June next on the Great Lakes.

Mr. Henry then complimented the Union Traction
Company of Indiana and its officers and men on their
receipt of the Anthony N. Brady medal for the greatest
progress made during the year in work to conserve the
safety and health of the public and the company's em-
ployees. He believed this award would be an additional
stimulus in safety work among all the association mem-
bers. He added that statistics recently compiled by
him for forty-nine of the association's interurban mem-
bers showed that they had carried during 1915 94,-
610,290 passengers without a 'single fatal accident,
either to passenger or employee.

The speaker then described the different fields which
were occupied by the sectional and national electric
railway associations and said that they did not dupli-
cate each other's work. Moreover, there had never been
the least clash between them. He also paid a tribute
to the valuable assistance rendered to the Central Elec-
tric Railway Association by those representing the
manufacturing and selling part of the industry. On
this point he said: "We have had their co-operation
from the first, and the force and importance of that
co-operation has grown as the years have passed, and
our ten years' experience has demonstrated that any
electric railway association that does not have the manu-
facturing and selling part of the industry interested in
its affairs and a part of its active membership is not
in a position to accomplish in full measure the work
to be done by such an association."

The Status of the Industry

President Henry continued as folfows: "The last
few years have been very trying years to our industry,
especially the interurban part thereof. Disappoint-
ments have come to the industry because the promoters
and builders of interurban roads were not able to fore-
see the development and growth of their children and
consequently could not anticipate the changes that
would be necessary in the construction and equipment
of such roads and the increase of expense incident to
their operation. It never occurred to any one in the
beginning of the industry that such expensive construc-
tion of track and roadway, or such high-priced heavy
cars with the wonderful electrical equipments now in
use, costing such large sums of money, would be neces-
sary, nor did they foresee the increased expense of
maintenance and operation which would necessarily
follow the class of construction and the kind of equip-
ment now demanded. They knew practically nothing
at that time of automatic signals, M. C. B. couplers,
hot water heaters, air brake equipments and the dozen
more incidental matters, the need of which has de-

veloped year by year. Moreover, they could not have
understood that within such a short period of time
the cost of all material for construction or for main-
tenance, and the wages of trainmen employed on the
cars, mechanics in the shops and help about the power
houses and otherwise upon the various parts of the
property, would be so largely increased in line with the
increased cost of living and other expenses. All of
this increase has been on the expense side, and it has
been an impossibility to keep up with this increased cost
and expense with the rates of fare for travel which were
originally thought sufficient for interurban service;
nor has it, for various reasons, been possible to make
any very considerable increase in such rates of fare.
Hampered by legislative restrictions and by rules of,
and by rulings made by, the various public service com-
missions, the interurban companies have practically
been held down to the original rates of fare, notwith-
standing the increased cost of construction, mainte-
nance and operation referred to. Just about this time
there also came into the field a new competitor — the
automobile with its high powered engine — which has
taken from us a great deal of the patronage we for-
merly had; and in the city service the 'jitney' style
of automobile has worked sad havoc in the receipts of
many companies.

"All these things have caused the owners and opera-
tors of interurban and city electric lines to study every
feature of the situation and to strive in every way
possible to hold down the expense of maintenance and
operation, and at the same time in some measure, if
possible, to make good the inroads made upon their
income by the automobile competition. This has been
made more difficult in many ways by the now well
established and general supervision of these industries
by the various public service commissions of the nation
and state, as well as the restrictive acts of legislatures
and many burdensome provisions by city councils and
other city authorities.

"It is a pleasure to me to say at this point that the
Public Service Commission of Indiana has, during these
trying times, taken a broad, comprehensive and officially
patriotic view of the condition of the interurbans, and
has sought in many ways to aid them, while, on the
other hand, they have thrown very few, if any, obstacles
in the way of the managers thereof. This is perhaps
largely true on account of the fact that the interurbans
on their part have closely and cordially co-operated with
the Public Service Commission of Indiana on all ques-
tions involved in the construction, maintenance and
operation of these roads, so that there has been very
little friction between the commission and the electric
railway companies. I understand that the commis-
sions of the other states in which the electric railway
members of this Association are located, have shown a
very similar disposition, but I am not familiar enough
with the details to discuss them and, therefore, confine
my statement to the State in which I live.

"Nothing in recent years has come into the lives of
the American people — city, town and country — that has
been of more benefit to them and added more to their
convenience and happiness than the interurban ser-
vice, and these people, when they fully understand the
questions involved in the situation, will not see that ser-
vice crippled when anything they can .reasonably do
will prevent it. The automobile has of course come into
the transportation field to stay and will continue to fill
its legitimate part, but the 'fad' feature of automobile
riding will gradually wear off, and the time will soon
be here when a very large part of the people will cease
to think of automobile rides, and the interurbans will
carry their old time allotment of passengers. It will
be found that we can spread and extend our passenger

404

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 9

service in various ways, especially in long distance
rides which are already being secured in satisfactory
numbers by improved equipment and added service.
There are other fields also for us to cultivate. We
must push our service strongly in the freight and ex-
press line because there is a very large part of this
business to which we are justly and fairly entitled,
and which we can take care of and handle better than
the steam railroads, and from it we may secure large
and profitable revenue. I anticipate, therefore, that
at no distant day the receipts of the interurbans will
be fully up to what they ought to be. We can not
expect, nor indeed ought we to expect, any large in-
creases in the rate of fares, for it is the cheap fare of
interurbans which has largely given us the field we
have. No doubt the legislatures of the various states
will, as they ought in the interest of steam railroads,
repeal the statute which makes a minimum fare of 2
cents per mile, for it is evident to every one that the
steam railroads can not perform the service demanded
of them for the rate of fare they are now permitted to
charge, and there are some electric railways which may
be obliged to increase their fares above 2 cents per
mile. We must, however, in most cases, look to increas-
ing the amount of our patronage rather than the charge
we may make for the service.

"On the other hand, with the public fully educated
as to the needs of the interurbans and the difficulties
they have to contend with, we may reasonably expect
that many of the burdens can be removed from our
shoulders. We ought not to be charged with the ex-
pense of street improvements in the villages, towns and
cities ; the taxes against us ought not to be over-burden-
some; and the public should, and will, assist us in bring-

ing about a change of public sentiment to the extent
that false claims can not be successfully prosecuted
against us growing out of accidents where no real in-
jury or, at best, only a slight injury is suffered by the
claimant.

"Let us, therefore, bend our energies to the educa-
tion of the public mind so that it will be generally un-
derstood and accepted that we are acting as agents of
the public, furnishing them service which they find it
to their advantage to have us furnish rather than to
undertake to operate the railroads themselves. With
this idea fully established in the public mind, the en-
tire situation will be changed and the public will be
our friends on all proper occasions.

"This association has a great future before it; it
will not live or attempt to live on its past work but will
go forward along such lines as may from time to time
be marked out, strengthening and fortifying the in-
dustry in all its weak places, giving constantly im-
proved service, making our lines more popular with the
traveling public, and by this means bring to our stock-
holders and bond holders a reasonable compensation
for the money they have invested and will invest in
these properties.

"I thank you, gentlemen, for the uniform support
which you have given me during my administration;
but for this support, I should not have been able to ac-
complish anything; with it, I have tried to do the best
I could during the twelve months that you have per-
mitted me to act as your president. With the adjourn-
ment of this convention, I will cease my official con-
nection with the association, but I assure you that my
interest in it will not in the least lag because I am not
officially connected with you."

N. Y. E. R. A. Holds Meeting in Albany

Governor Whitman and Prominent Municipal Officials and Railway Executives Address Mem-
bers on Feb. 24 — Discussion on Feb. 25 Was Focussed on Shop Methods, Car Heating
and Ventilation, Fare Collection and Mutual Indemnity Insurance

THE returning prosperity of the country was evi-
denced by the splendid attendance of about 200
members at the dinner on the evening of Feb. 24 open-
ing the quarterly meeting of the New York Electric
Railway Association. The dinner, which was held at
the Ten Eyck Hotel, Albany, N. Y., was a success not
only in numbers and menu but also in the list of splen-
did speakers whose names had been kept secret most
successfully. When John J. Dempsey, president of the
association, announced their Honors the Mayor of Al-
bany, the Mayor of Troy, the Secretary of State of New
York and the Governor of New York as the public's
spokesmen at the gathering, the situation was not un-
like that of an old-fashioned surprise party.

During the dinner J. F. Stevens, Mayor of Albany,
welcomed the delegates to Albany and pledged them the
freedom of the city. After the dinner the first speaker
introduced was Governor Whitman, who discussed in a
general way the point that the great problems confront-
ing the State to-day are not to be solved solely by legis-
lators and executives, but that the public must depend
upon the wisdom and loyalty of the great number of
men trained along all the lines of business (including
the electric railway industry) that are of vital concern
in the nation's life. Governor Whitman said that more
dissatisfaction in regard to electric railway service

would always exist in the crowded centers, but that it
must not be supposed that the carriers did not have offi-
cials of the greatest fitness, actuated by the most sincere
and honest motives in performing service not only for
the benefit of the stockholders but also for the better
welfare of the public.

Francis M. Hugo, Secretary of State, described the
growth of the automobile industry and also of electrical
enterprises and emphasized particularly the need of co-
operation of steam railroads, electric railways and auto-
mobiles in the "preparedness" movement, as well as the
necessity for a state-wide plan in regard to the elimina-
tion of grade crossings. He said that the State had
not done its entire duty in this latter regard, and he
made a plea for larger appropriations and more co-op-
eration on its part to destroy the grade-crossing evil.
Mr. Hugo also stated that the prosperity of public util-
ity corporations is intimately connected with the pros-
perity of the communities, and he deprecated the legis-
lative interference of past years. This, however, is now
decreasing, for the public has come to a better realiza-
tion of the benefits to be derived through co-operation
with all the business institutions of the country, includ-
ing the public service corporations.

Cornelius F. Burns, Mayor of Troy, mentioned the
need of better co-operation between utilities and munici-

February 26, 1916] ELECTRIC RAILWAY JOURNAL

405

palities. Other speakers were: C. S. Sims, vice-presi-
dent and general manager Delaware & Hudson Railroad,
and Edward A. Maher, Jr., assistant general manager
Third Avenue Railway, New York, N. Y. Mr. Sims in
connection with the subject of "dinners" made a few
witty remarks about some railways "eating" more than
their earnings. Mr. Maher spoke of the importance of
electric railways in the State as the largest taxpayers
and employers of labor, and he praised the assiduity
with which they are constantly studying the problem of
better service to the public. He asserted that railway
officials should not approach regulatory bodies with a
supplicating or cringing attitude but with confidence
that they will obtain what they are entitled to for their
service to the riding public.

A report of the technical sessions on Feb. 25 will
appear in next week's issue. Abstracts of two of the
papers are presented below.

Modern Shop Methods

BY P. V. SEE

Superintendent of Car Equipment Hudson & Manhattan Railroad,
New York

On the Hudson & Manhattan Railroad the average
daily car mileage is 118, the average schedule speed is
17.3 m.p.h., including 1.6 stops per mile, and the schedule
speed on the high-speed line is 28 m.p.h. During a day
each car encounters curves amounting to forty-two com-
plete round turns and ascends grades equivalent to an
elevation of 4685 ft. The minimum radius of curves
is 90 ft. and the maximum grade is 5 per cent. All cars
have two-motor equipments with full automatic multi-
ple-unit control. Six-car and seven-car trains are oper-
ated during rush hours under ninety seconds headway,
being controlled with automatic signals and train stops.

Under the above conditions rigid inspection is neces-
sary. Each inspector is paid a bonus of 25 cents per
day when his equipment causes no trouble for a week or
when he passes a weekly inspection test. This test is
made by a man not connected with the inspection force
and consists in noticing existing defects or making
artificial ones on cars before they enter the inspection
shop and checking afterward to determine whether or
not the repairs have been made. All work done in the
repair shops is checked by the inspection force, and the
inspection shop is never allowed to claim that road
trouble is the fault of the repair shop.

While the practice of the company is to have repairs
made in the shops as far as possible, nevertheless cer-
tain classes of light repairs and train defects have to
be repaired by road trouble men. A scheme of picking
out the best men for this work is employed in which
a train in the yard is disabled and the men are tested
individually by being put upon the task of repairing it
under conditions as nearly as possible like those of the
road.

In inspecting the electrical jumpers used in making
up trains, one Sunday every three months is devoted to
jumper inspection. A jumper test train is taken over
the road, stopping at each terminal long enough for the
crew to collect all jumpers in the terminal. These are
brought into the test train and inserted in sockets wired
to the testing board. A current of 25 amp. from the
heater circuit is sent through all the jumper wires con-
nected in series, and a 10-point switch is so connected
that on each point a 3-volt lamp is connected across one
of the jumper wires. While current is passing the
jumper is worked back and forth. Both heads are tested
at the same time for grounds.

On this road the numerous sharp curves caused the
end thrust of the motors to wear out the axle lining
collars rapidly. Bronze shims screwed to the lining

collars also wore out soon, but collars of high-grade
tin babbitt wore better than the original bronze of the
lining. The babbitt is cast in a dovetail groove in the
collar. Wheels are shrunk on the axles, after heating
with gas rings on tread and hub. After cooling the fit
is tested in a press to 75 tons.

Traffic conditions on the Hudson & Manhattan Rail-
road do not permit the setting of control relays by test
runs. Also it was desired to set the current element of
the relays high to provide power to start trains on 4V2-
per cent grades with one-half of the cars inoperative.
Hence the adjustment is made on the time element by
adjustment of the air dashpots with the aid of a stop
watch, the current control being set with a 5-volt gen-
erator so that the armature will just drop at 525 amp.

The practice of the company in car painting is to use
forced drying. For complete repainting the steel is
cleaned with the sand blast, six nozzles being operated
at once. A car can be cleaned and a priming coat ap-
plied in one day. Tests have shown that a No. 16 steel
sheet can be cleaned 100 times before it is worn
through. After sand blasting a car receives four coats
of paint, and with the accelerated drying process three
coats can be applied in one day, although two is the
usual number. The drying is done in a portable canvas
tent by means of electric heaters (See Electric Rail-
way Journal, March 20, 1915, page 584).

The car-cleaning practice of this company consists in
applying paraffin oil with floated silica and then brush-
ing with rotating window brushes driven by small elec-
tric drills. This is done once a month at a cost of
about $1 per car, 12 cents being for materials and 90
cents for labor. The treatment is not injurious to
paint or varnish. Whiting and water are used in clean-
ing interior surfaces with high-gloss enamel finish.

Heating and Ventilation of Urban Cars

BY HORACE A. ABELL

Assistant Engineer Schenectady (N. Y. ) Railway

In order to determine the relative economy of dif-
ferent heating systems for electric railway cars in
connection with a modern ventilation system, the Sche-
nectady Railway recently conducted a series of tests on
three of its cars which had 28-ft. bodies, an over-all
length of 40 ft., and a seating capacity of forty. Dur-
ing the tests, which lasted from Jan. 3 to Feb. 8, 1916,
the three cars were operated on the same city line, the
operating conditions being kept as nearly the same as
possible.

Of the test cars, one, No. 507, was equipped with a
coal-burning heater and forced-ventilation system.
Test car No. 509 was electrically heated with thermo-
static control, having sixteen heating units in the body
of the car, and three units in each vestibule. For these
heaters, the first circuit consisted of No. 20 wire with a
resistance of 13 ohms cold, and a second circuit of No.
20 wire, resistance 10 ohms cold. Test car No. 511 was
electrically heated without thermostatic control but in
all other respects was similar to test car No. 509.
Temperatures in this car were regulated, within the
limits of error of the motorman, in accordance with the
railway company's system of heat signals, under which
flags of different colors are displayed at several impor-
tant points along the different lines to instruct the
motorman as to the point of heat to be used. Thus,
with an outside temperature ranging between 35 deg.
and 45 deg. one point of heat is used, with an outside
temperature ranging between 20 deg. and 35 deg. two
points, and with an outside temperature less than 20
deg. three points.

Standing tests on the coal-burning heater on car No.

406

ELECTRIC RAILWAY JOURNAL . [Vol. XLVII, No. 9

Table I. — Comparative Data Entering into Operating Costs of
Different Types of Heaters

Car No. 509. Car No. 511.

Car No. 507. Electric Electric

Hot-Air Heater with Heater without

Heater Thermostatic Thermostatic

~ . , , .. Control Control
Cost of heating system

installed $131.00 $122.00 $107.00

Interest and deprecia-

-tirtion... • V 5 % and 10 % 5 % and ? % 5 % and6%
Weight of system com-

_ P\ete 450 lb. 475 lb. 475 lb.

Coal consumption, per

100 car-hours 630 lb.

Power consumption, per

100 car-hours 18 kw.-hr. 849 kw.-hr. 1,064 kw.-hr.

Cost of repair and main-
tenance per 100 car-
hours $0,045 $0,125 $0,120

507 showed that after the stove had attained its maxi-
mum capacity, the temperature of air at the first duct
opening in the hot-air line had a temperature of 238
deg., while the eighth or last duct opening gave a tem-
perature of 167 deg., the inside air being recirculated
through the stove. When outside air was forced
through the stove these temperatures were lowered re-
spectively to 222 deg. and 151 deg.

The principal sources of error encountered in con-
ducting the tests were inaccuracies in reporting the
departure and arrival of cars at the station and failure
of motormen to follow the heat signals, thus making
the power consumption on the car too high or too low.
In a number of cases also it was found that cars were
left standing in the carhouse with the trolley pole up
and with the heat turned on, thus increasing the power
consumption per car-hour for the heaters.

From summaries of the results obtained in the tests
the accompanying Tables I and II were prepared. These
are based upon the direct readings obtained in the tests.
However, the inside temperature of car No. 507 was
considerably higher than that found in either car No.
509 or car No. 511, because more heat units were
delivered by the coal-burning outfit. If allowance is
made for this fact, the average cost of energy supplied
to car No. 509 should be $15.13 instead of $10.61 per
100 car-hours, as shown in the table, and for car No.
511 the corresponding figure should be $15.13 instead
of $13.30.

Interior temperatures of the cars were determined
from thermometers placed at four different locations:
(1) Eouidistant between breathing level and car ceil-
ing; (2) at breathing level; (3) equidistant between
breathing level and car floor; (4) at car floor. The
readings showed that, with the coal-burning outfit on
car No. 507, the average temperatures were respectively
60 deg., 61 deg., 68 deg. and 51 deg. during a period
when the average outside temperature was 21 deg., and
the average number of passengers in the car was
twenty. On car No. 509 the temperatures at the four
locations averaged respectively 53 deg., 54 deg., 53 deg.
and 52 deg., and on car No. 511 the corresponding fig-
ures were 56, 53, 56 and 52. The low temperatures on
car No. 509 resulted in its withdrawal from service
several times during tests because of complaints of
insufficient temperature by patrons, and from this it
was deduced that thermostats should be so set as to
maintain inside temperatures between 56 deg. and 60
deg.

Another feature of interest in connection with the
tests was the discovery that, during a period of seven
days when the average outside temperature was 21 deg.,
an average saving of 36 per cent could have been made
in amount of current used by car No. 511 if the motor-
man had observed instructions perfectly in regard to
heater operation. It was found also that the percentage
of moisture in car No. 507 varied from 39 per cent to
49 per cent, in car No. 509 from 42 per cent to 52 per
cent, and in car No. 511 from 52 per cent to 62 per cent.

Table II. — Operating Costs of Different Heaters on Basis of
100 Car-Hours

Car No. 509. Car No. 511.

Car No. 507 Electric Electric

Coal-Burning Heater with Heater without

Heater with Thermostatic Thermostatic

Fan Control Control

Interest and deprecia-
tion $0,391 $0,291 $0,234

Maintenance and re-
pairs 0.045 0.125 0.120

Cost of hauling 0.329 0.347 0.347

Cost of coal 1.768 .... ....

Cost of power 0.225 10.609 13.304

Labor of attendance.. 0.532 .... ....

Total cost $3,290 $11,372 $14,005

Table III. — Ventilation Tests on Schenectady Cars

Time required

Cubic Feet of Air in Minutes to Number of

, — per Minute — N Effect Complete Changes of Air

Intake Exhaust Change of Air per Hour
Car No. 507. — Fan

stopped 559 475 4.0 15.0

Car No. 507. — Fan

running 396* 367 5.6 10.7

Car No. 509 531 396 4.2 14.3

Car No. 511 475 348 4.7 12.8.

Jan. 21, 1916. Weather — partly cloudy. Direction of car move-
ment— east and west.

♦Exclusive of intake by fan, amounting to 225 cu. ft. per
minute. Total inflow 621 cu. ft.

In connection with the ventilation of the cars during
the tests, it might be said first that authorities differ
as to the volume of air necessary for good ventilation,
estimates varying from 1000 cu. ft. to 3500 cu. ft. of
fresh air per person per hour. Still other eminent
authorities base their recommendation on a change in
air in street cars from three times to six times per
hour, irrespective of the number of passengers. The
latter method seems to be the simplest, as it eliminates
the frequent readjustment of the ventilation system.
In all cases during the tests, these figures were greatly
exceeded, as shown by Table III.

In each of the test cars six sets of automatic venti-
lators were installed on the monitor roofs. Anemometer
readings were taken of the flow of air at the ventilators
while the car was in service and operating at the aver-
age schedule speed. Readings were taken at ten-second
intervals, and the displacement per minute was deter-
mined from the average of these.

In the results shown on Table III it should be noticed
that in addition to the ventilator inflow approximately
225 cu. ft. of air per minute was forced into the car
by motor-driven fans on the coal-heating units. This
gives a total of practically 621 cu. ft. of fresh air forced
into the car, of which 367 cu. ft. went out through the
ventilators and 254 cu. ft. went out through openings
around doors, windows, etc. If the amount of fresh air
introduced into the car is taken as a basis, a complete
change of air is shown to take place every 3.6 minutes,
or 16.7 complete changes per hour. Therefore it is
obvious that the equipment on car No. 507 with the
motor on the coal-burning unit in operation gave the
greatest number of changes of air per hour, and this
indicates that a better quality of air should be found
in cars using this system of heat and ventilation.

Robert S. Stewart, vice-president and general man-
ager of the United States Motor Truck Company, Cin-
cinnati, Ohio, a recent visitor in Louisville, prophesies
that the day is not far distant when railings will be
imperative in large cities where the traffic is thickest.
Mr. Stewart cited the increasing number of accidents
which result from the practice of pedestrians crossing
the streets at places other than regular crossings. Mr.
Stewart said that the construction of railings at the
edges of the sidewalks, with openings at regular cross-
ing points, ought to go far toward removing the dangers
traceable in part to increasing use of automobiles.

February 26, 1916] ELECTRIC RAILWAY JOURNAL

407

COMMU NICATIONS

Durability of Electrically- Welded
Resistance Grids

Pennsylvania Railroad Company
Sunnyside Engine House
Long Island City, N. Y., Feb. 21, 1916.
To the Editors :

In reply to an inquiry regarding the life of the elec-
trically-welded grids described in my article printed in
the issue of the Electric Railway Journal for Feb.
12, page 322, I would report as follows :

The first electrically-welded grid was installed on one
of our electric locomotives on Sept. 24, 1914, and has
not shown any deterioration as yet. As stated in my
article, the grids came in for rebuilding about once in
eleven months before the practice of welding was begun.
We have about eighty-five of these electrically-welded
sets of grids in service, and as far as I can see they will
last indefinitely. There is no reason why the electric-
ally-welded parts of the grids should not last as long as
the resistance parts, as the former parts have about
three times the area of cross-section of any other part.
The conductivity of the joints is so low that there
cannot be any heating in them. Thomas B. Ray,

Electric Locomotive Repairman.

Collection of Corrugation Data Urged

Dallas, Tex., Feb. 17, 1916.

To the Editors :

Referring to recent letters in the Journal on rail cor-
rugation I have to take issue with Mr. McWhirter in
his theory as to rigid track being the cause, and with
Mr. Mullaney in his theory as to the cause being the
use of rolled-steel or steel-tired wheels. My reason for
so disagreeing is that I have in mind many cases where
such corrugation has occurred, and is occurring, on long
stretches of the so-called elastic track, ballasted on dirt
and ballasted on concrete, and also on track which has
never had any traffic on it but that of cast wheels.

This is merely negative testimony, it is true, and only
goes to prove that either the corrugation of rail is not
due to any one cause or that no one has yet found the
one proved cause — if there is only one. The perplexing
fact to me is that stretches of rail will be free from this
defect for quite a long period of use and will then de-
velop corrugations without any known change in traffic
conditions. I have also found places where corrugations
have developed in one spot, but have never spread much
farther and other places where this spot has spread for
blocks. In fact, from experience and from the informa-
tion derived from others, rail corrugation seems like
Topsy in "Uncle Tom's Cabin," "it just grows!"

I believe that we could get nearer to the actual cause,
or causes, if we had more exact data from actual ex-
periences, and this letter is to suggest that we each
discard all ideas as to the cause and devote our time for
a while to a complete record of the effects. The actual
cause lies between the wheel and the rail, but the wheel
is only a single part of a complex object — the car body,
and it might be that there are matters of oscillation of
truck or body that would originate the corrugating.
Again, the same is true of the rail. It is part of a com-
plex structure and either in that structure or inherent
in the manufacture of the rail itself may lie the cause
of corrugation.

Therefore, the data collected on this subject must be

exceedingly full as well as exact. All possible causes,
however seemingly remote, must be recorded, for many
matters have arisen in operation where the actual cause
was remote and would not have been suspected until
facts developed it. It seems to me that the committee
on this subject could get up a form mentioning every
one of the possible causes of rail corrugation, and have
every operator of a railway, where such corrugation
occurs, keep his facts on this form as fast as observed
and verified. Such a uniform set of observations, free
from bias or prejudice, would tend to give us the true
solution of this problem much sooner than will a hundred
separate experiences not complete as to all possible
causes and biased by preconceived theories.

H. S. Cooper.

New York State Bond Figures

New York, Feb. 23, 1916.

To the Editors:

A further analysis of the statistics for electric rail-
ways in New York State outside of New York City,
published in the Electric Railway Journal of Feb.
12, may be of interest. They showed that the chief
reasons for the decrease in net income from 149.6 per
cent of the 1907 results in 1911 to only 32.5 per cent of
these figures in 1915 were the large increases in taxes
and interest charges. During the same period the tax
accruals jumped from 162.6 per cent to 224.5 per cent
and interest charges from 139.1 per cent to 211.3 per
cent of the 1907 returns. This increase in interest
charges is worthy of examination, lest one should think
that the sole cause was the rising cost of railway cap-
ital. As a matter of fact, since 1907 the funded debt
has been increasing more rapidly than the stock. On
June 30, 1907, the capital stock outstanding was about
57 per cent and the funded debt about 43 per cent of
the total capitalization, while on June 30, 1915, the cor-
responding proportions were 47 per cent for capital
stock and 53 per cent for funded debt. Of the total
increase of about $50,000,000 in funded debt since 1907,
$28,000,000 represents roughly the liabilities of the
Empire United Railways, Inc., for one-third and of the
New York, Westchester & Boston Railway for two-
thirds. Thus, while the increasingly large proportion
of bonds helped to swell the interest charges, the large
new issues mentioned had a vital effect to this end. It
is probable that the tendency of interest rates since
1907 has been upward, and that a rather large propor-
tion of the securities authorized was for the develop-
ment of existing properties rather than for refunding
or for entirely new enterprises, but the determination
of the relative importance of these as well as the other
factors must await a more intensive study of the
situation. ACCOUNTANT.

The First Company Publication

Virginia Railway & Power Company

Norfolk, Va., Feb. 21, 1916.

To the Editors :

I note a little paragraph in the Journal for Jan. 15
in which the traction company of Sioux Falls, S. D.,
claims the honor of having been first in the field of com-
pany publications with their folder On the Cars. In
this connection I would like to state that our company,
which was then the Norfolk, Portsmouth & Newport
News Company, about 1903 started the publication of
a little weekly folder which we called Street Railway
Chat. This has been discontinued several times for
intervals of a year or two, but a little more than a year
ago it was again revived and enlarged and the name
changed to Public Service Chat.

E. C. Hathaway, Assistant General Manager.

408

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 9

American Association News

Manila Section Jubilant Over Medal Award — Section No. 9 Organized in Portland, Me., by Employees —
Gen. George H. Harries Discusses Preparedness in Newark, N. J. — Five Company
Membership Enrollments Made Under New Constitutional Provisions

Activities of the Company Sections

MEDAL NIGHT IN MANILA

On Jan. 4 J. H. Pardee, president of the J. G. White
Management Corporation, operating managers of the
local property, was the guest of honor at an open meet-
ing of Meralco section in Manila. Five hundred persons
were in attendance, the meeting being held in the roof
garden on the company's building where there are
accommodations for large gath-
erings. Walter A. Smith, newly-
elected president of the section,
presided.

C. E. Haywood, chairman of
the program committee, an-
nounced the following as the
winners of the medals offered by
the company for the best three
papers presented before the sec-
tion during the past year, those
by officers of the company and by
J. M. Bury, winner of the asso-
ciation medal, being debarred
from the competition: Gold medal, W. B. Calfee, night
carhouse foreman, for his paper on "Personal Effi-
ciency." Silver medal, B. H. Blaisdell, chief engineer
of power plant, for his paper on "The Power Plant
Department's Part." Bronze medal, Oscar Keesee, for
his paper on "The Duties of a Transportation Super-
intendent."

Mr. Pardee then presented the association gold medal
to J. M. Bury, assistant superintendent of transporta-
tion. This had been awarded to him for his paper*
on "Courtesy." (See Electric Railway Journal,
May 29, 1915.) In presenting the medal Mr. Pardee
expressed the gratification of the other officers of the
company and himself that the medal had gone to an em-
ployee of the Manila company, and emphasized the value
of the award in view of the strong competition for it.

MERALCO JOINT COM-
PANY SECTION MEDAL

C N. Duffy, vice-president, then handed Mr. Bury a
check for 100 pesos, which he had agreed to give to the
winner of an A. E. R. A. or N. E. L. A. company section
medal. He referred to the fact that he had received the
first medal, that a member of the Milwaukee section
which he had helped to inaugurate had won the second,
and that now a member of the Manila section had won
the third medal, all of which was highly gratifying.
Mr. Duffy pointed out that there were opportunities
ahead of every man, and if he proved capable of em-
bracing them he would advance.

The twelfth meeting of the section, held on Dec. 13,
1915, was a business meeting, the following officers
being elected: President, Walter A. Smith, purchasing
agent; vice-president, J. M. Bury; secretary, Arthur J.
Grant, superintendent of lighting and power installa-
tions, and treasurer, H. P. L. Jollye, assistant auditor.
William A. Seten, sales agent, was elected director for
four years.

♦The Manila Daily Bulletin of Jan.
in full.

printed Mr. Bury's paper

NEW SECTION ORGANIZED WITH 1.1 MEMBERS
PER MILE OF TRACK

Company Section No. 9, that of the Cumberland
County Light & Power Company, was organized in
Portland, Me., on Feb. 19 with 122 members.

The section originated in a conference of eight men
of the transportation department, two from each divi-
sion, who met at the suggestion of President A. H.
Ford to consider the feasibility of the formation of a
section. They appointed, as temporary officers to re-
port a plan, H. J. Bangs, conductor city division, chair-
man ; J. F. O'Neil, clerk mechanical department, secre-
tary, and W. W. Blake, assistant superintendent of
track, treasurer. The understanding was that the sec-
tion, if formed, was to be an employees' organization.

The organization meeting was attended by more than
150 men. It was addressed by E. B. Burritt, secretary
of the association, H. C. Clark, editor Aera; H. H.
Norris, Electric Railway Journal; Martin Schreiber,

OFFICERS AND DIRECTORS OF MANILA JOINT COMPANY SECTION
Seated, left to right : B. H. Blaisdell, J. M. Bury, W. A. Smith, A. J. Grant, W. A. Seten ; standing, left to right : R. Lopez, J. C. Rockwell,

C. M. E. Pereira.

February 26, 1916] ELECTRIC RAILWAY JOURNAL

409

chairman committee on company sections and individual
membership; C. C. Peirce, vice-president of the Manu-
facturers' Association; A. H. Ford, vice-president and
general manager of the company, and William H. Brad-
ley, president. Mr. Burritt outlined the plan of pre-
senting the section work by himself and other speak-
ers and explained in detail the association organization.
Mr. Clark traced the history and aims of the associa-
tion magazine and requested co-operation in its fur-
ther development. Mr. Norris gave illustrations of sec-
tion meetings in the attempt to picture their spirit. Mr.
Schreiber told of the work of the sections and showed
what the individual member can get from his member-
ship. Mr. Peirce, who was on home ground, gave
reminiscences of the early days of the local railway,
stated some of the problems of the industry and tried
to stimulate his audience to a heartier co-operation in
the solution of these problems. Messrs. Bradley and
Ford expressed the sympathy of the management with
the movement, stating that the officers have something
to learn from the men and vice versa.

After the adoption of a constitution the following
were elected to the positions named: F. H. Knight,
superintendent of track, president; Mr. Bangs, vice-
president; Mr. O'Neil, secretary; Mr. Blake, treasurer,
and Richard Bennett, clerk commercial department; F.
Perley Stanford, conductor Westbrook division, and
Victor Brewster, motorman Deering division, directors.

PUBLIC SERVICE SECTION
A meeting of the Public Service Company section was
held in Newark on Feb. 17. Two addresses were
scheduled; one by Joseph Crawford, trolley inspector of
the Board of Works of Newark, the other by Gen.
George H. Harries, vice-president H. M. Byllesby &
Company.

Mr. Crawford was a member of the "Red Special"
party which went to San Francisco last fall to attend
the convention of the association in that city. In his
lecture he showed a number of interesting views which
he took on the trip, among them the methods of mark-
ing safety zones in streets in San Francisco, of indi-

cating the cross streets by lettering placed in the con-
crete curbstones, or set into the pavement near the cor-
ner, methods of indicating on the lampposts the near-
est house numbers, etc.

The talk of General Harries was on "Preparedness,"
and the speaker described from actual experience the
condition of unpreparedness which existed during the
Spanish-American war in 1898. The response of the
country to volunteer was prompt, but in many cases the
officers and men among the volunteers were untrained.
Thus, of seventeen volunteer regiments with which
General Harries was acquainted, 60 per cent of the men
had never fired a military rifle, and very few under-
stood the first principles of camp hygiene. General
Harries emphasized the idea that fighting was only a
part, and perhaps a very small part, of a soldier's life.
Under the circumstances, there is little wonder that
there was great suffering and many unnecessary deaths,
as patriotism by itself will not win.

General Harries then pointed out how railway men
could assist in the present plans of preparedness. The
American Electric Railway Association had authorized
the appointment of a committee to co-operate with the
War Department, and probably there will be appointed
a member on that committee from each military division
of the country. Practically every harbor defense along
the seaboard has close to it an electric railway, and
among the other things which the committee could do
would be to determine the best way of utilizing these
electric railways and others for the transportation of
troops and supplies to these defenses, and from one
defense to another, and the connections necessary be-
tween these electric roads and the nearest steam roads.
It would be very desirable, he said, to have one repre-
sentative of the committee in each district thoroughly
conversant with the transportation situation and work-
ing through a sub-committee of transportation men, and
to have the machinery of transportation, when the need
came, operated by transportation men. When the plans
were farther advanced the speaker promised to describe
them more in detail, and he hoped for cordial co-opera-
tion on the part of the electric railroads.

Activities of the Committees

POWER DISTRIBUTION

A meeting of the Engineering Association committee
on power distribution was held in Cleveland, Ohio, on
Feb. 2 and 3. In attendance were C. L. Cadle, chairman ;
E. J. Blair, E. S. Gillette, C. R. Harte, M. J. Kehoe,
C. P. Phenecie, R. H. Rice and C. F. Woods. The meet-
ing was called for the purpose of considering sub-com-
mittee reports. Condensed minutes of the meeting
follow.

A sub-committee reported that, as the national joint
committee on overhead and underground line construc-
tion had not completed the pending revision of the
specifications upon which it is working, nothing could
be reported at the time. The revisions of the standard
specifications for rubber insulated wire were being
studied but no recommendations were ready, and the
same was true in regard to the A. I. E. E. standardiza-
tion rules.

Another sub-committee submitted a progress report
on a clearance diagram for semaphore signals, stating
that it had met with the joint committee on block sig-
nals on Feb. 2. On the subject of line material
specifications it was stated that arrangements have been
made for a meeting of associations and individuals
interested in obtaining a standard for insulator pin
threads. C. R. Harte represents the Engineering Asso-
ciation. Further specifications for overhead line mate-

rial are being drawn up and data are being collected
relative to possible standard specifications for high-
voltage direct current and catenary construction, The
latter will be submitted at the next meeting.

Other sub-committees reported progress on the col-
lection of concrete pole data, third-rail construction
data, and the proposed national electrical safety code of
the National Bureau of Standards.

STANDARDS FOR CAR LOADING

This committee met in New York on Feb. 16 and
arranged for the securing of additional data from
member companies. Those present were S. W. Huff,
chairman; E. J. Cook and W. F. Ham.

Enrollments Under Revised Constitution

Five companies have to date enrolled as members of
the association under the new constitutional provision
admitting other than railway companies to member-
ship. These, in order of enrollment, are the General
Electric Company, the Drew Electric & Manufacturing
Company, the McGraw Publishing Company, Inc., the
Westinghouse Electric & Manufacturing Company and
the Aluminum Company of America.

The secretary is now beginning to send out formal
invitations to companies eligible to membership.

410

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 9

EQUIPMENT AND ITS MAINTENANCE

Short Descriptions of Labor, Mechanical and Electrical Practices
in Every Department of Electric Railroading

Contributions from the Men in the Field Are Solicited and Will Be Paid for at Special Rates.

A Trolley Lighting Scheme for the
Paint Shop

BY G. R. W. ROBERTS

General Foreman Electric Car Equipment Southern Pacific
Company, Beaverton, Ore.

In order to meet the demand imposed by the short
winter days for additional lighting in shops to permit
painting and other work on the cars to be done to
advantage, the writer has devised a movable lighting
scheme of simple construction, shown in the accompany-
ing illustration, which has proved very convenient and
effective.

Two lines of steel or iron wire, steel preferred, are
mounted on strain insulators and stretched tight be-
tween points on each side of the car to be worked on.
One wire forms the positive lead and the other the nega-
tive lead for the lamp circuit. The voltage may be that
used for the shop lighting, 110 or 220 volts, or that
required for operating the trolley car, 600 volts, the

IIOV, 220V or 600V
Fuses
■Insulator

General Layout

Side
View

I" Brass Pulley

-Hanger Brackets i'ii'/ron-*-
- Connecting Wires

• Trolley
Wires

V"T TT Y"Y "¥"■ ^f~~?
;■ \ /L\o/m\pM\ / \

BaseBoard

r Connecting Wires,

Trolley
Wires

Plan

I"x4"xl6"

Cotter to pre-
*vent jumping
off wire

Reflector

End View

Details of
Lamp Board

LAYOUT AND DETAILS OF PAINT-SHOP LIGHTING SYSTEM

lamps being wired either in parallel or series. Sus-
pended from the two wires, which are about 4 in. apart,
is a board to which the lamp sockets are screwed on the
under side. The board has on top two hanger brackets
with small brass pulleys, which are grooved very deep.
These hanger brackets carry the current from the wires
to the lamp sockets, and the wheels run on the wires
from one end of the shop to the other, so that a strong
light is supplied exactly where needed for painting,
lettering, etc. The lamp board is pulled along the wires
by means of a light cord, which hangs from it, reaching
to within 5 ft. of the floor. The cord is easily reached,
yet does not get in the way of anything. A switch is
placed on the wall at a convenient point to control the
light. A reflector on each side of the lamp board directs
the light downward upon the car. In some shops it may

only be necessary to run the wires on one side of the
car, away from the windows, and where two tracks come
together one bank of lamps will be enough to serve both
tracks.

Use of Manganese Steel in Plain Curves

BY M. BERNARD

Assistant Engineer Way and Structure Department Brooklyn
Rapid Transit Company

In the issue of the Electric Railway Journal for
Feb. 20, 1915, in an article referring to car life of plain
curves, data were given for two plain curves located
under the Brooklyn Bridge Deck near Fulton and Til-
lary Streets, Brooklyn, a comparison being made
between the life of manganese steel and open-hearth
steel rails.

The east-bound curve in this construction was renewed
on Oct. 27, 1915. It is located at the foot of a 4Vi
per cent grade and the middle radius is 37 ft. 7Vz in.
The construction consisted of a 5 in. double-web man-
ganese steel inner rail, as shown in full lines in Fig. 1,
and an 80-lb. A. S. C. E. open-hearth steel outer rail with
bolted-on guard as shown in Fig. 2. This curve had
been installed in April, 1909. According to our record

Guard to be 2" high •• /»' ~t
under otherwise spec-* jrvr
ifiedin the order

Tl —

1 mar Line \ -aj>

I \whenRenewed

IT

MANGANESE STEEL IN PLAIN CURVES FIG. 1-

FIG. 2 OUTER RAIL

-INNER RAIL;

3,650,000 double-truck cars passed over this curve dur-
ing its life. In the new curve the same construction
has been retained for the inner rail. The outer rail,
however, was made of manganese steel, it having been
found by inspection previous to the renewal of the
curve that the head of the outer rail had been worn
off almost completely in a vertical direction, although
the gage line had remained almost intact, due, no doubt,
to the protection afforded by the inner manganese steel
guard. Sections of the two rails are given in Figs. 1
and 2, and the condition described above is indicated bj
the lines below the head.

This is one of the few locations on our system where
the use of manganese steel construction seems to be
economical. The life of the original curve containing
the 70-lb. A. S. C. E. open-hearth steel, double T-rail
was one year and four months. That of the curve
described above was six years and six months, which is
4.87 times the life of the original curve. An analysis
shows that by the use of manganese steel a saving of
about $1,000 was effected. It is a coincidence that this
is equal to the excess cost of the manganese steel instal-
lation over the open-hearth steel installation, the former
having cost $1,600 and the latter $600. An analysis also

February 26, 1916] ELECTRIC RAILWAY JOURNAL

411

shows that there would have been no saving if the life
of the manganese steel installation had been less than
three times that of the open-hearth steel construction.

Labor-Saving Gig for Distributing
Long Poles

BY S. L. FOSTER
Chief Electrician United Railroads of San Francisco

The appliance shown in the accompanying cut is
called a gig, and has been the means of saving the
United Railroads considerable labor in the distribution
of long high-tension wood poles where the haul was not
too long or where the ground was unusually difficult to
drive over.

The device consists of a pair of sturdy wheels 4 ft. in
diameter, a 2V2-in. x 2V2-in. x 5-ft. 8-in. arched axle
and an ll^-ft. oak pole, the pole having a short iron
hook at its axle end for quickly attaching it to its load.

The method of rapidly and easily attaching the heavy
pole to the gig at this hook is by means of a grapple
consisting of a heavy iron ring, a shackle, two links and
two sharp extra heavy hooks patterned after the metal
element of a canthook and working somewhat like the
well-known iceman's tongs but without the hinge, as
shown in the illustration. The points of the hooks are
driven into the pole by a hammer.

When the setting of tall poles is under way, the dig-
ging and raising tools are hauled to the job by a two-
horse wagon and the holes are dug first. While the hole
digging was in progress this team used to be idle, the
pole hauling having been previously done by another
and larger team. If the poles have been delivered by
car, as is usually the case, in a pile at some near-by cen-
tral point, they can be picked up one at a time by the
use of this otherwise idle two-horse team and the gig,
and distributed at the sites of the holes as fast as re-
quired by the pole setters.

The 12 to 1 leverage furnished by the liy2-ft. pole
and its 11-in. distant hook enables the wagon driver,
aided by one man, to readily swing the 50-ft., 60-ft. or
70-ft. pole up under the axle of the gig well clear of the
ground by the tongs and to so balance it that the other
end of the pole can be easily raised and fastened to the
rear wagon axle. The end of the gig's pole is lashed to
the load by a chain. The ice tong idea eliminates all
heavy manual lifting or adjusting of slings around the

DISTRIBUTING LONG POLES — POLE IN PLACE IN GIG

heavy pole and all dragging of poles along the ground.
Arriving at its proper location the pole is equally readily
unloaded by the two men. By the time the day's holes
are dug the poles are all delivered ready for being set.

On steep side-hill work this method of distribution is
preferable to the use of a large six-horse team, hauling
several poles at a time and requiring the services of a
big crew of men taken from the hole digging to load and
unload the wagon. The wagon and gig plan carries the
pole with its center of gravity below the wagon axles
and close to the ground. There is less likelihood of this
outfit capsizing on uneven side-hill work than when the
load is above the axles as with the six-horse team
method. In unloading, also, the pole is lowered such
a short distance and so gradually that there is practi-
cally no danger of it being marred or broken as there
is when a pole is lifted up over the wagon wheels and
left to roll at random to the ground down skids. When
hauling but one pole at a time there is also less liability
of the wheels getting stuck in soft ground than when
hauling many poles on a large wagon.

On account of complaints from blockading of exits to
driveways, from people falling over poles in the dark,
etc., it has been found better only to distribute poles
enough for the day's work and, in some cases, only at
the exact rate at which holes are completed. If a six-
horse team is used to haul the poles the team is used
for only a few hours and is paid for a whole day. With
the gig method the poles for the day are distributed at
a time when the two-horse team would be idle. While
the poles are being set the team is employed in hauling
away the surplus excavated material, thus being kept
busy all day and eliminating altogether the need for
the larger team for pole distribution.

The gig has reduced the cost per pole for distribution
enough to repay its cost several times over.

The pole in the illustration is only a short piece used
to show the grip of the tongs, no long pole being con-
venient.

Hot floor oil as a paint substitute for the floors and
platforms of the cars of the Evanston (111.) Railway
has been found to give very satisfactory results after
two years of experimentation. Hard maple floors are
treated on both sides with a hot oil which does not mar
or show service wear like the ordinary floor paints. In
addition the oil waterproofs the floor, increases its wear
life and need not be applied as often as paint.

DISTRIBUTING LONG POLES — POLE TONGS

412

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 9

30 000

25000

20 000

15000

I00005 6 j 8 9 10 II 12 13 14 15 16 17 18 19 20
Span in Feet -Center to Center of Bearings

COMPARATIVE SHEARING STRESSES FOR CARS OF DIFFERENT
WEIGHTS AND WHEELBASE

Connecticut Company Bridge Records

BY W. R. DUNHAM, JR.,

Engineer Maintenance of Way Connecticut Company,
New Haven, Conn.

The Connecticut Company operates 700 miles of track,
and in this mileage there are 351 bridges. These include
all openings of 10-ft. span or greater and are listed
and numbered by divisions, each division being indicated
by the first, or first and second, numeral. For example,
Bridge No. 1015 is No. 15 on Division 10.

The divisions are numbered from the westerly end of
the system, which runs nearly east and west, with two
branches from the east end northerly. No distinction
is made in the numbers between railway bridges and
highway bridges occupied by company tracks.

In 1907 the first detailed inspection of all bridges over
which this company operates was made, and in consid-
ering whether to strengthen old structures or build new
a type of car similar to that specified by the Massachu-
setts Railroad Commission was used, viz. : a car 50
ft. over all with two trucks spaced 25 ft. between cen-
ters, wheelbase 5 ft. and total load 50 tons. Bridges
are being gradually strengthened for this loading.
There are, however, a number which have not been
strengthened. In some cases the weight of the cars
operated over them does not exceed 36 tons, and as the
cost is too great to warrant strengthening them for the
infrequent movement of the 50-ton cars these are not
allowed to be routed across the light bridges.

For handy reference a digest of this report was made
and filed in a loose-leaf binder, showing division, bridge
number, location, type of bridge (whether highway or
railway), span, capacity of truss or girder (if a high-

Location and Type;

Clear Span:

Limiting Features:
Limiting Load:

Panel Length:
Over-All

Members

100# per sq. f t. and

Car Alone

Truss or Girder

Floorbeams

Stringers

WO 000

80000

E
o

c
T3
c

CD
CD

40000

20000

Kb

w

BLANK FOR MAKING DIGEST OF BRIDGE INSPECTION REPORT,
DIVISION BRIDGE INDEX, CLASSIFICATION BY
TYPE AND LOCATION

Span in Feet- Center to Center of Bearings

COMPARATIVE BENDING STRESSES FOR CARS OF DIFFERENT
WEIGHTS AND WHEELBASE

way bridge, capacity is given with and without high-
Way load), capacity of floor beams and stringers, lim-
iting features, limiting load and, at the bottom of the
sheet, any restraining orders issued to govern loads
or operation across the bridge. This allowed one sheet,
reproduced herewith, for each bridge. The digest and
the diagrams referred to later were made in duplicate,
one for the general manager's use and one for the engi-
neering department. The diagrams are revised semi-
annually.

In 1913-1914 a complete inspection of all the bridges
was again made and a comprehensive report submitted.
The same type of car was used for computing stresses,
all other loadings being compared with these stresses.
For highway bridges an assumed load of 100 lb. per
square foot, in addition to the railway loading, was
used.

In addition to this digest of the bridge engineer's
report there is also a set of diagram sheets, two for
each division, one showing the location of all bridges
on that division by diagram, together with the num-
ber and a distinctive color to indicate the capacity of
the bridge. The second sheet shows the bridge num-
bers, type and location. These diagrams enable the gen-
eral manager to decide as to the bridge capacities of
the various routes on all divisions.

Since there are various types of equipment in use by
the company there are various loadings to be considered.
All bridges are not of sufficient capacity to carry the
heaviest types. By noting from the digest what par-
ticular feature limits the operation, the general man-
ager can decide whether the expense of strengthening
a certain bridge is warranted and judge the approx-
imate cost. If the business contemplated warrants fur-
ther investigation, he can ask for detailed plans and
estimates. If trusses and floor beams, as well as
stringers, are weak, a proposition for handling freight
on a certain line might not be worth considering, as a
heavy cost for strengthening would be indicated, while
if stringers or floor-beam connections were the only
weak features, a more careful investigation as to the
cost would be made, as the cost of strengthening would
probably be small. The general manager can also tell
at a glance what, if any, restraining orders have been
issued. Copies of restraining orders are sent to the
engineering department when issued and noted on the
sheets, the engineering department in turn notifying
the general manager's office of the necessity for issuing
such orders.

In connection with the trolley express business, in
1914 there arose the necessity for providing a service
to handle broken stone, and a dump-car equipment was
purchased with a capacity bringing the total load up

February 26, 1916]

ELECTRIC RAILWAY JOURNAL

413

to 54 tons. These cars were 39 ft. 6 in. over all, with
truck centers 19 ft. 4 in., and wheelbase 4 ft. 6 in., and
the concentrated load with this type of equipment was
too great for bridges of this 50-ton class. The trusses
or girders were usually of sufficient capacity, but the
stringers and floor-beam connections limited the load.
As the territory covered by these cars increased, the
question of strengthening bridges for this type became
a serious one.

A study of the situation was made, and it was shown
that by increasing the wheelbase of these cars to 6 ft.
414 in. the moments on spans from 10 ft. to 17 ft. would
follow closely the moments for the 50-ton standard car
with 5 ft. wheelbase. As on most bridges the stringer
spans were within these limits, whether plain stringers
or between floor beams, a solution of the question
seemed to be a change in the trucks. An estimate was
made which showed a less cost to change the trucks of
these cars, and permit operation of the heavier equip-
ment, than to rebuild or strengthen the bridges. In
fact, the cost of strengthening about twelve bridges
would have exceeded the cost of the change in trucks,
a saving of $8,000 in the cost of strengthening one
bridge being shown.

The trucks were therefore changed and nearly all
bridges which were built for the 50-ton standard can
be used by the stone cars, with a gross load of 54
tons, thus increasing their radius of delivery without
excessive bridge reconstruction.

Ampere-Hour Meters on the Annapolis
Short Line

BY D. E. CROUSE

Electrical Engineer Maryland Electric Railways, Annapolis, Md.

In the issue of the Electric Railway Journal for
April 10, 1915, the installation and first two months of
operation of ampere-hour meters on the Annapolis
Short Line were described. As these meters have now
been in operation for one year it may be of interest to
note the results obtained and the conditions existing
during that period. This road operates between Balti-
more and Annapolis, and is under the management of
Allen & Peck.

The form for the motorman's record of energy con-
sumption as shown in the previous article now has an
additional column headed "Minutes Over." The reason
for considering the time element in a record which
already took energy and stops into effect was that the
motormen in their zeal to coast were prone to do so at
the expense of schedule speed. With a schedule speed
of 30.6 m.p.h. and an average of 0.35 stop per mile, any
coasting which is not inherent from efficient accelera-
tion and braking quickly indicates itself as reduced
schedule speed.

After some months of operation, when it became ap-

4.75
4.50
425
400
375
3.50

_n

1924

LJ 1915

THE MARYLAND ELECTRIC RAILWAYS COMPANY

^j^^^ (Ainapclii Short Line.)

REPORT OF DELAYS

Bound Date

METERS ON SHORT LINE — DELAY FORM USEFUL IN PENALIZING
FOR LOAFING

parent that the motorman might be coasting at the ex-
pense of running time, a careful analysis of transporta-
tion delays was made with the view to determining the
time lost by abnormal coasting.

The company's form No. 7, as illustrated herewith,
provides for the recording of all delays to traffic in
such a manner that legitimate delays such as meeting
points, waiting for targets, mechanical trouble, etc.,
can readily be separated from just plain loafing. The
minutes lost by loafing or coasting at the expense of
schedule speed are multiplied by two and added to the
motorman's ampere-hour overs (see article of April
10). The average figure, which is then posted for com-
parison, is a composite one whose elements are time
and energy based on number of stops. The men quickly
became acquainted with the fact that time was a live
factor in their records and the undue coasting ceased.

The graph given in one of the accompanying illustra-
tions shows the results of coasting obtained during the
past year. In this energy is given in kilowatt-hours
per car-mile and stops per car-mile. The graph shows
a reduction from April, 1914, to July, 1914, , of 0.5
kw.-hr. per car-mile or 11 per cent. This saving was
obtained by instructing the men in coasting, but with-
out putting meters on the cars.

It will be noted that from July, 1914, until November,
1914, the energy increased 0.35 kw.-hr. per car-mile or
8 per cent. This may be attributed to the fact that
there was no means of checking the records of the men
and hence nothing could be done to sustain their
interest.

During December of that year Sangamo ampere-hour
meters were installed on all cars and, as described in
the April 10 issue, were run with dials painted over
during the month of January, 1915. Active instruc-
tion of motormen began on Feb. 1, 1915, and the graph
indicates a reduction of energy from January, 1915, to
March, 1915, of 0.7 kw.-hr. per car-mile or 17 per cent.
During March and April, 1915, the work which trains
were doing increased and it was at this time that the
investigation of time lost by coasting occurred.

It was found, however, that the major portion of time
lost was due to the increased number of stops and to
legitimate delays. A small amount of delay was caused
0.4O r

v

<L>
D_

in
C-

o

035

0.30

1 ^

1914

1915

o

METERS ON SHORT LINE — GRAPHICAL RECORD OF UNIT ENERGY
CONSUMPTION

METERS ON SHORT LINE — GRAPHICAL RECORD OF
STOPS PER MILE

414

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 9

by excessive coasting during March and April, but when
the time element was added to the motormen's delay
record, as described above, this variety of lost time
disappeared. The elimination of this abnormal coasting
and the increased work caused the kilowatt-hours per
car-mile to rise during April and May, 1915.

On another accompanying graph it will be noted that
the work done, as indicated in stops per mile, has

200

<L> O

-£ °

o * —

150

100

50

n

1914

_J 1915

METERS ON SHORT LINE — GRAPHICAL RECORD OF UNIT BRAKE-
SHOE COST

steadily increased since January, 1914. Therefore the
saving in energy in 1915 over that for 1914 has been
made in the face of increased stops.

The following table shows the energy consumption
per car-mile for two years past:

1914, 1915,
Kilowatt-Hours Kilowatt-Hours
Month per Car-Mile per Car-Mile

January 4.6 4.2

February 4.7 3.6

March 4.5 3.5

April 4.5 3.5

May 4.4 3.7

June 4.3 4.1

July 4.1 4.0

August 4.0 4.0

September 4.1 4.0

October 4.2 3.9

November 4.3 3.9

December 4.3 4.0

Average 4.6 3.9

The saving per car-mile was 0.47 kw.-hr. or 10. S per cent for
1915 over 1914.

The energy saving for one year was $2,893.26, so that
deducting $400, the cost of the meters and installation,
there was a net saving of $2,493.26. No help was added
to care for the records, the work being done by an office
clerk in about one hour each day. The meters have not
cost 1 cent for maintenance during the first year, but
are being cleaned and inspected now in preparation for
the coming year. A representative of the manufacturer
visited the property and instructed one of the shop men
in the method of taking care of the meters. The work
is very simple and the average shop man can easily
make the repairs.

The meters are placed in the cabs in plain view of
the motorman, and this fact gives a means of knowing
just what the energy consumption is between any two
points desired.

In order to show the consumption of brakeshoes dur-
ing the years 1914 and 1915, a third graph has been
reproduced. The high average for 1914 was caused in
part by some faulty brake conditions. However, the
similarity between this brakeshoe graph and the graph
of energy consumption per car-mile proves that a mate-
rial reduction in brakeshoe wear resulted from in-
creased coasting. The saving indicated is about 50 per
cent. Of this amount we estimate that 20 per cent is
due to improvement in braking conditions, and 30 per
cent to coasting. This saving would represent approxi-
mately $257 in brakeshoes. Therefore, the net saving
in energy and brakeshoes for one year was $2,750.

The instruction of motormen is carried on by the
assistant trainmaster, and on a road of this size does

not consume a great deal of time. The record of stops
is obtained from conductors' ticket reports, and these
include special stops for non-revenue passengers, wait-
ing for targets, etc.

In summing up it can be stated after one year of
operation that the motormen are practically as much
interested in the results as they were at the beginning,
and that it has been proved that a very substantial sav-
ing can be made by coasting even with a high schedule
speed. We believe that the ampere-hour meter is a
very effective and economical instrument with which to
check operation.

Repairing Damaged Automobiles
Saves 100 Per Cent

Since Jan. 1, 1916, the Memphis (Tenn.) Street
Railway has repaired six privately-owned automobiles
which had been damaged by its cars, and effected a
saving of 100 per cent over the cost of having the same
work done by others. According to the new plan all
damaged automobiles are brought into the railway com-
pany's shop, where they are repaired by the regular
shop force. No particular difficulty was experienced in

REPAIRING DAMAGED AUTOMOBILE IN MEMPHIS RAILWAY SHOP

breaking in the repairmen to do this class of work, be-
cause they had become more or less familiar with it
through making repairs to the company's automobile
service equipment. On the other hand, the addition of
this work to that of handling car repairs has made it
possible to keep more skilled mechanics on hand for
other emergencies. A general view of the repair shop
with an automobile undergoing repairs is shown in the
accompanying illustration.

Yellow Pine Specifications

A bulletin containing the 1915 standard specifications
for grades of yellow pine lumber has been issued by
the Southern Pine Association, New Orleans, La. The
information and data contained in the bulletin embody
substantially the specifications for yellow pine lumber
recognized generally by the lumber trade for many
years. Grading rules are given which classify in detail
all of the recognized defects in yellow pine, such as
knots, knotholes, splits, shake, wane, red, hearts, pits,
rots, rotten streaks, wormholes, pitch, pitch pockets,
torn grain, loosened grain, seasoning checks, sap stains,
and defects in manufacturing. The bulletin also con-
tains a thorough description, accompanied by reproduc-
tions from drawings showing the standard sizes and
dimensions of yellow pine flooring, siding, partitions
and ceilings.

February 26, 1916] ELECTRIC RAILWAY JOURNAL

415

EXTERIOR OF REBUILT SUMMER CAR

Louisville Railway Reconstructs
Summer Cars for Winter Use

The Louisville (Ky.) Railway, as an experiment, has
recently converted one of its open summer cars into
an inclosed all-the-year-round car, the design of which
has proved so satisfactory that the company will soon
take steps to convert all of its summer cars in a sim-
ilar manner. The experiment was made in order to
utilize the idle summer equipment during the winter
months, and to reduce the frequency of accidents due
to persons jumping on and off the running boards of
open cars while they are in motion.

The reconstructed car, which is now in operation on
the Walnut Street and Crescent Hill line, was turned
out at the Louisville Railway's shops at Twenty-ninth
Street and Garland Avenue. It is 44 ft. long and 7
ft. 7 in. wide, the car body being 33 ft. long. It has
no bulkheads. It is equipped with folding doors, dif-
fering in this detail from the company's other closed
cars in that they have the safety gates. This ar-
rangement is made necessary by the omission of bulk-
heads. The windows on this car raise, while the win-
dows on the other closed cars drop. There are twelve
windows on each side.

The conductor is separated from the passengers by
an iron rail, and controls the entrance, rear exit and
rear folding step. The folding exit door and step in
the front platform are controlled by the motorman.

The converted car has a seating capacity of forty-
five. The summer car seats have been utilized, there
being seventeen cross-seats on each side of a 23-in.
aisle, and longitudinal seats at each end, each of
which seats three passengers with the exception of

INTERIOR OF REBUILT SUMMER CAR

the one in front on the right, which seats two. The
car is equipped with maximum traction trucks, and
Westinghouse No. 56 motors. Gold heaters, which the
company has been using for some years in its closed
cars, are also used in the reconstructed cars.

It is estimated by John Zoll, master mechanic of the
company, that with the material on hand it will be
possible to convert three, and possibly four, of the
summer cars a week. Thomas H. Minary, assistant to
the general manager, was in charge of the work of
converting the experimental car, and will direct the
work of converting the remainder of the company's
rolling stock.

Mechanical Joints Cost More than
Welded

During the past two or three seasons the Louisville
(Ky.) Railway's track department has been substitut-
ing electrically-welded joints for continuous joints and,
at the same time, has effected a saving of 50 per cent
exclusive of the energy charge. Standard channel
splice bars were purchased with 7-in. girder grooved
or standard section rail and at the same tonnage price.
These plates were delivered to a machine shop, where
the ends were cut to approximately a 45-deg. angle with
the narrow side of the trapezoid thus formed at the top
of the plate. The cuts on the two plates were made so
that when they were bolted to the rail they would not
come exactly opposite on the web. This was done to
relieve internal strains in the web. which sometimes
develop when the welds of the two plates are made ex-
actly opposite on the rail web.

Preparatory to welding the ends and the bottom of
the plate along the base of the rail, the splice bars
were bolted in place, just as though a mechanical joint
was to be made. The plates were then welded to the
web and the base of the rail, and the nuts were spot
welded to the bolts. More than 1000 joints of this type
have been installed and satisfactory results have been
obtained in every instance. In other words, no break-
ages have occurred in service, although some of the
joints have been in the track for more than a year.
Comparative costs of the welded and bolted joints show
that the former is much cheaper. The comparison
which follows, is made on the basis of bolted continu-
ous joints applied to a Lorain section 103-478, which
is a 7-in. grooved girder rail.

Cost of Material and Labor for a Bolted Joint

One pair eight-hole patented mechanical joints complete with

bolts and nutlocks $4.75

Two 10-in. Fig. S copper bonds 76

Labor applying joints 16

Total cost $5.69

Cost of Material and Labor for Welded Splice Bar

One pair eight-hole splice bars complete with bolts $2.07

5 lb. welding steel at 5 cents per pound 25

Labor welding splices 42

Labor putting up a pair of joints 18

Total cost $2.92

All scrap motor brushes are brought into the store
room of the Louisville & Northern Railway & Lighting
Company, New Albany, Ind., where they are cut to the
correct sizes for various types of air compressors. A
jig fitted with a hand saw is provided for this purpose,
and as a result of the adoption of this practice the com-
pany has bought no new carbon brushes for its air com-
pressors for some time. The shop storekeeper cuts up
the old motor brushes during spare time, and it has
been found that he can saw $3 worth of brushes for
approximately 50 cents.

416

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 9

NEWS OF ELECTRIC RAILWAYS

SLOW PROGRESS IN NEW YORK INQUIRY
Resignation of Commission Counsel and Holiday Retard
Inquiry — Suits to Establish Validity of Contracts.

The hearing before the Thompson legislative investiga-
tion committee in New York continued on Feb. 18 with The-
odore P. Shonts, president of the Interborough Rapid Tran-
sit Company, as the witness. Some letters from Mr. Shonts
to the late Andrew Freedman, a director of the company,
were read, but brought out no new essential facts.

On Feb. 19 Mr. Shonts testified that when he told the late
Gardiner M. Lane of Boston, then an Interborough director,
that he wanted the contract for third-tracking and extend-
ing the elevated lines to go to John F. Stevens to pay off
"certain commitments and obligations," he meant that he
had committed and obligated himself to do all he could to
see that the contract went to Mr. Stevens. The phrase, Mr.
Shonts insisted, had no reference to the dual subway con-
tracts. It was simply carrying out his long-established pol-
icy that, price and quality being equal, he felt at liberty to
do a favor for a friend. Mr. Shonts said that he had no
explanation to give as to why Mr. Lane and William A. Read
resigned from the directorate of the company soon after-
ward or why Mr. Young was not re-elected.

On Feb. 20 Bainbridge Colby resigned as counsel to the
committee, giving as his reason "the disposition of the
chairman of the committee to take the examination out of
the hands of counsel as soon as he apprehended its drift
and to substitute unconsidered and wholly impulsive exami-
nation for that which counsel had in mind based upon a
careful review of evidence in the committee's possession."
The committee promptly appointed Frank Moss as chief
counsel, despite the fact that Mr. Moss also is counsel for
Robert Colgate Wood, formerly a member of the Public
Service Commission, who is now facing trial under a charge
of having solicited a bribe. This change delayed the prog-
ress of the examination and little was done on Feb. 21 in
the way of direct questioning of witnesses. There was no
formal session of the committee on Feb. 22, which was a
holiday in New York State.

Answering certain questions put to him in an open letter
by Senator Charles C. Lockwood of Brooklyn, in order to
test his fitness for a public service commissionership,
Travis H. Whitney, secretary of the commission, on Feb. 21
gave some interesting facts to the daily press. He denied
that the bonuses paid to Theodore P. Shonts, presi-
dent of the Interborough Rapid Transit Company, and
Timothy S. Williams, president of the Brooklyn Rapid
Transit Company, and the fees of the outside counsel em-
ployed by the Interborough were added to the subway con-
struction account. Speaking of the Shonts bonus Mr. Whit-
ney pointed out that under the "prior determination of
cost" of the dual system, the Interborough was to receive
$125,000 as an apportionment of the sum of $1,532,000 ex-
pended for salaries and expenses of its adminstrative offi-
cers during the negotiations. It might be, said Mr. Whit-
ney, that this allowance was paid by the Interborough
as a bonus to Mr. Shonts, but the commission did not know
of it or even that Mr. Shonts was to get a bonus. It did
not affect the apportionment to the company. Mr. Whitney
knew nothing about the $100,000 voted to Colonel Williams.

In relation to the injunction suit brought by the Admiral
Realty Company against the city, which now appears to
have been financially assisted by the Interborough, Mr.
Whitney said that the connection of the Interborough was
suspected in the same way as it was supposed that the
Brooklyn Rapid Transit Company instigated the similar
Ryan suit. He pointed out, however, that these were con-
solidated with the J. J. Hopper suit presented by Clarence
J. Shearn, and that that was undoubtedly a bona fide litiga-
tion. The payments to the counsel representing the Ad-
miral Realty Company, Mr. Whitney asserted, would be
charged in no way against the cost of construction of the
new subways.

So he also denied that any heavy legal expenses were to
be charged by the Interborough against the contract. Its
account for lawyers during several years of negotiation
amounted to $65,000, and did not include the fees to Francis
Lynde Stetson, Morgan J. O'Brien, Winthrop & Stimson,
Untermyer & Marshall and Hays, Hershfield & Wolf.

After asserting that the evidence before the Thompson
committee showed that the accounts of the traction compa-
nies were looked into with great strictness by the commis-
sion, Mr. Whitney, replying to questions concerning the
Fourth Avenue subway signal contract, said his part in its
negotiation as secretary was only in conferences. As it was
handled directly by the commissioner, the counsel and chief
engineer, he had officially no right to approve or disapprove
of it. Mr. Whitney did not approve of the method followed
in awarding that contract. In the same way Mr. Whitney
asserted that he did not approve the letting of the contracts
for the third-tracking of the Manhattan elevated lines on
the percentage basis. As for the Brooklyn third-tracking,
he said his views were so favorable to the plan put forward
the committee of 100 had printed and distributed what was
known as the Whitney-Harkness report against the Fulton
Street third tracks.

On Feb. 23 the committee again went into the three tax-
payers' suits referred to by Mr. Whitney in his statement.
The same legal point was involved in all of these suits and
for convenience they were consolidated. The point at issue
in the suits was whether the city had a right to become a
partner in a private enterprise. The case went from the
Supreme Court to the Appellate Division and to the Court
of Appeals. It has already been established that J. P. Mor-
gan & Company refused to finance the Interborough Rapid
Transit Company in carrying out the subway contracts un-
til the courts had passed upon their validity. Earlier in the
day Bainbridge Colby, former counsel to the committee,
went on the stand and said he had received a message from
George W. Young, former Interborough director, who was
on his way to Palm Beach, Fla., and that Mr. Young had ex-
pressed his willingness to return at any time and go before
the committee. Senator Thompson sent word asking him to
appear on Feb. 26.

PRESIDENT KING TALKS ON CONSOLIDATION

Employing the text "Let's Talk It Over and Be Fair About
It," Clarence P. King, president of the Washington Railway
& Electric Company, Washington, D. C, in an informal talk
on Feb. 19, before the Federation of Citizens' Associations
on public utility questions, sounded the keynote of a cam-
paign to be immediately launched by that body for greater
co-operation between citizens and the utility corporations in
improving the services furnished by them.

Mr. King referred briefly to some of the methods that
might be employed for relieving congestion on the traction
lines. Abolishment of compulsory fire stops, establishment
of skip stops during the rush hours, readjustment of express
service and other features were touched upon. Most sig-
nificant of his statements, however, was the declaration that
the basis of future development of Washington's street rail-
way lines must be the consolidation of all the traction lines
and the electric power company operating in the District.
He declared that consolidation offered the only means of
financing extensions and rearranging trackage so as to meet
the traffic problems of the future. Mr. King stated that the
consolidation project had been recommended to Congress by
a former board of commissioners, and that it offered the
only feasible solution of the vital problems of the local trac-
tion situation.

The committee, by a unanimous vote, was instructed to
confer not only with Mr. King, but with the heads of other
local public service corporations, and to submit a program
of co-operation which, if popularly subscribed to, will lead
to improvements in service that ordinarily would be sought
by administrative and legislative means.

February 26, 1916] ELECTRIC RAILWAY JOURNAL

417

BEMIS DALLAS REPORT PRESENTED
Complete Report Not Yet Ready — Summary of New Fran-
chise Provisions — Utilities Consider Proposed
Terms Unreasonable

Recommendations for the solution of the traction and
electric lighting situation in the city of Dallas, Tex., were
filed with the Board of City Commissioners on Saturday,
Feb. 19, by Edward W. Bemis, economist and public utility
expert, who had been employed by the city to analyze the
situation and present recommendations for a new ordinance
and new franchises to the traction and electric lighting
companies. The report was promptly adopted by the Board
of City Commissioners and the proposed franchises were as
promptly rejected by Stone & Webster, owners of the prop-
erties. Stone & Webster were represented during the nego-
tiations by Russell Robb, a partner in the firm, who has
been in Dallas from Boston for several weeks studying the
situation and giving information to Mr. Bemis.

Following rejection of the "model franchise," proposed
as a result of the investigations conducted by Mr. Bemis,
it was announced by the administration that a charter
amendment embodying the adoption of the franchise would
be submitted to a vote of the people at the city election on
April 4, that the city would seek to condemn the present
Stone & Webster franchises if the company does not change
its mind and adopt the franchise offered, and that the fran-
chise then would be granted to some other corporation.
The franchise proposed embodied the following ideas:

The street railways east of the river should be capitalized
at $3,500,000, upon which the company would be allowed
to earn a maximum of 6 per cent net per annum.

The electric lighting property should be capitalized at
$3,600,000, upon which the company would be allowed to
earn 7 per cent net annually, maximum.

Electric light rates should be reduced to a figure not de-
termined definitely, but which would not be more than 8
cents per kilowatt-hour as against 10 cents per kilowatt-
hour, as at present.

All revenues above operating expenses and allowed net
earnings should be devoted to reduction in fares and light
rates.

Complete rehabilitation of the street car lines and the
electric light plant and extensions of service of both.

The franchise to be determinate for ten years only. After
that period the city either would have the right to take
over for itself or some corporation offering better terms
both the street railway and lighting systems, upon payment
of a stipulated sum.

Appointment of a public supervisor to represent both the
interests of the investors in the properties and of the citi-
zens of Dallas, the supervisor to have jurisdiction in order-
ing improvement of service and equipment.

Arbitration of differences between the public utilities
company and the city.

The proposals were rejected by Stone & Webster on the
ground that the capitalization and rate of income proposed
are both too low. They claimed a value of $5,000,000 each
on the light plant and the traction lines east of the river,
an aggregate of $10,000,000, and wanted to be allowed to
earn 8 per cent upon this capitalization. Last year the light
plant cleared $520,000, a return of more than 10 per cent of
its value as figured by Stone & Webster. The street rail-
way system was operated at a profit in 1914, but not last
year because of the operation of the jitneys. As a general
proposition, from year to year, it has not paid large returns.

Allowing the earning rates of 6 per cent and 7 per cent
respectively for the street railways and lighting systems,
the model ordinance would provide that the earnings would
be cumulative not to exceed 1 per cent in any one year.
That is, if the street railway company, for example, should
earn only 3 per cent one year and 9 per cent the next, it
could make up but 1 per cent of the first year's deficit out
of the surplus of the second year. There would be provided
under the model franchise, however, an interest fund of
$150,000 for each utility. When this fund grew to as much
as $200,000, rates automatically would go down. When the
fund sank to less than $100,000 they would go up.

To start with, street cars would be allowed a 5-cent cash

fare, as the second step in reduction they would sell six
tickets for 25 cents, with a universal transfer. The rate
would not be changed in less than three years in order to
provide funds for building up the plant and improving
service. The next steps in fare reduction would work auto-
matically. As profits of the company increased, rates would
go down. If profits decreased rates would go up. But
always there would be the universal transfer feature.

A formal report has not been filed yet by Mr. Bemis.
He worked out the valuations and turned them over to the
board at once, and his typewritten report will be submitted
within ten days.

City Attorney Charles F. O'Donnell will begin at once to
draft the proposed charter amendment and also the fran-
chise ordinance which the board seeks to have accepted.

Following the conference with the Board of City Com-
missioners and the formal rejection of the proposition sub-
mitted by the city on the report of Mr. Bemis, Charles F.
Wallace, president of the Dallas Electric Light & Power
Company, gave out a statement in part as follows:

"The total actual investment in the street railways as of
Sept. 30, 1915, the date to which the examination of Mr.
Bemis extended, was $5,300,000. Mr. Bemis proposes that
these properties be valued at $3,500,000, a loss to investors
of $1,800,000, and that earnings be limited to 6 per cent
on this reduced valuation.

"The total actual investment in the lighting company
property as of the same date was $4,400,000. Mr. Bemis
proposes a valuation on this property of $3,500,000, a loss
to investors of $900,000, and that the return on this reduced
valuation be limited to 7 per cent.

"The city's plan would require the railway companies to
make an additional investment for additions, extensions and
improvements of about $750,000, and would require the
lighting company to make an additional investment of about
$1,500,000, including the completion of the underground
work. The companies would be willing to make these im-
provements if placed in a position to finance them.

"The city further proposed a reduction in street railway
fares which would cost, according to the companies' esti-
mates, a loss in earnings of 12 per cent to 15 per cent.
This reduction, if applied to the year 1915 gross earnings on
the basis of 12 per cent would have left only $29,444 with
which to take care of interest, dividends and depreciation,
after paying ordinary operating expenses and maintenance,
or less than 1 per cent even at Mr. Bemis' valuation.

"Under the proposed plan, therefore, the owners of these
properties would have available as a return on their existing
total investment of $9,700,000, and as a basis for financing
the additions and improvements required by the city, only
the allowed earnings from the lighting company of 7 per
cent on $3,500,000. The impossibility of raising money
under these conditions is apparent.

"In other words, the situation, difficult as it has been in
the past, would be impossible for the future, and the com-
panies were compelled to state frankly to the Board of
Commissioners that the plan proposed would mean ruin
to the properties, serious loss to the investors and disap-
pointment to the citizens of Dallas. It is impossible for the
companies to work out the situation or to improve it under
the proposed plan."

CHICAGO TRACTION COMMISSION HOLDS HEARINGS

General information concerning the Chicago traction situa-
tion is being obtained by the new Chicago Traction & Sub-
way Commission through public hearings. Three hear-
ings were held during the week beginning Feb. 13, and oth-
ers will be held later. Civic organizations, clubs and others
interested in the betterment of Chicago's local transporta-
tion facilities were invited to these meetings to express them-
selves concerning local transportation questions. At one of
the meetings the attorney for the Cook County Real Estate
Board stated that the payment of 55 per cent of the net
earnings of the street railways to the city was undesirable.
A more satisfactory plan would be to spend this money for
improving service. Henry M. Brinckerhoff has been ap-
pointed chief engineer of the commission as noted on page
426 of this issue.

418

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 9

ANOTHER RAPID TRANSIT PROPOSAL IN
CINCINNATI

M. E. Springer, an engineer at Cincinnati, Ohio, on Feb.
9 made public a comprehensive plan for a combination
steam and electric belt line about that city and union sta-
tions for steam and interurban roads. The proposed belt
line would touch all the industrial districts and most of the
residence suburbs, circling the city somewhat similarly to
the proposed municipal loop. The union station for the
steam roads would be located at Court, Plum and Canal
Streets, with the interurban terminal just to the south of
it and separate terminal conveniences for steam and inter-
urban roads. The plan will soon be presented to the various
railroads for their consideration.

E. W. Edwards, chairman of the rapid transit commis-
sion, said on Feb. 10 that the plan seemed good for the
entrance of the railroads, especially those from the West,
but he doubted the feasibility of electrifying any portion
of the terminals and the joint terminals. He advised that
this plan and that of the municipal loop be kept separate,
so that there will be no confusion when the people are called
upon to decide the question of a bond issue in April. On
the other hand, William Rheel, president of the Cincinnati
Real Estate Exchange, favored the plan because the people
would not be called upon to finance the construction through
a bond issue.

The street railway committee of the City Council con-
sidered on Feb. 11 the franchise asked by the West End
Rapid Transit Company. Residents of Price Hill, who ob-
jected to the grant on the ground that it might prevent
their securing an elevated structure in the future, were
asked to submit a plan considered satisfactory to them.

KANSAS CITY COMPANY STATES ITS PURPOSES
New Company in Kansas City Issues Through Its President
Statement to the Public

Philip J. Kealy, president of the Kansas City (Mo.) Rail-
ways, on Feb. 15 issued a statement to the people of Kansas
City, outlining the policy of the company, indicating the
partnership of the city in the street railway, and suggesting
the mutual advantage of co-operation for the best service.
The statement follows in part:

"Ownership of the street railway lines passed to the
Kansas City Railways Company to-day. Under the ordi-
nance of July 7, 1914, this company takes charge with the
city as partner. It means a new order in Kansas City street
railway affairs, built upon the recognition of mutual inter-
ests of the city and the company in the operation of the
company. There will be no dodging of issues, no quibbling
over demands or orders of the Missouri or the Kansas Public
Service Commissions as to service.

"To that end as rapid and as adequate schedules as it is
possible to maintain will be inaugurated, particularly during
the rush hours. This means more cars. Additional cars
of the type recently installed will be placed in service as
rapidly as possible. Improved power equipment will be
procured.

"Every pledge or agreement contained in the ordinance
will be kept. Political influence will not be resorted to in
an attempt to secure concessions or to escape the fulfillment
of contractual obligations. This institution will not be a
political institution. It has no place in politics. Its interest
lies wholly in the upbuilding of Kansas City. As the city
expands, so is it planned to expand the railway system.

"Of that which is history in street railway affairs this
new company had naught to do. Situations arose upon
which men justly agreed and disagreed. But they are of the
past. Surely, resentment because of them cannot be cher-
ished against the incoming management. Such conditions
shall not arise under the present control, which will regard
every person in Kansas City as friendly and refuse to believe
otherwise until the contrary has been proved.

"The management wants the co-operation of the press,
the business interests through the Commercial Club, the
Police Department and the people as a whole in an effort
to make the Kansas City street railway system the best in
the land. As time goes on this co-operation will be sought
in more detailed ways."

BUS SERVICE ESTABLISHED IN NEW ROCHELLE

Motor-bus operation at a 5-cent fare in New Rochelle,
N. Y., began on Saturday, Feb. 19, this being the first bus
line introduced under the provisions of the Thompson bill
in the State of New York as outlined in the Electric Rail-
way Journal for Oct. 30, 1915, page 929. Four buses
are in service on two routes which are partly competitive
with parallel lines of the local electric railway company,
and a ten-minute service on regular schedule is given from
7 a. m. to 1.30 a. m. The buses seat about fifteen pas-
sengers on longitudinal seats, and are provided with front
entrances, having folding doors that are operated by the
driver. The pay-as-you-enter system of fare collection is
employed and non-registering fare boxes are used. A nov-
elty appears in the change-making system. Each driver
is provided with a number of small envelopes containing
change for dimes and quarters, and one or more of these
is handed to any entering passenger who offers such a coin
in payment for his fare.

As yet the service is very lightly patronized, but this
is no doubt due to the lack of general knowledge that the
buses are finally in service, the commencement of operations
having been very much delayed beyond the time originally
set. On the other hand, complaints have already been made
regarding the great height of the bus floors, the extreme
swaying and jouncing of the light body, and the discom-
fort of the narrow longitudinal seats. Nevertheless, the
opening of the service meets with great favor by residents
along certain portions of the route that are at considerable
distances from the electric railway line. Some of them
state that the bus service saves them as much as fifteen
minutes in their daily trips to and from the railroad station,
the bus routes passing through districts occupied altogether
by commuters who travel daily to New York City, of which
New Rochelle is really a suburb. Both routes pass gaso-
line filling stations on which are prominently displayed
signs reading, "Gasoline 24 cents," and this may be acting
as a deterrent among patrons, to some of whom the privilege
has been extended of subscribing at par to the stock of the
company.

CLEVELAND COMMISSIONER OPPOSED TO STOPPING
INTERURBANS AT CITY LIMITS

Fielder Sanders, street railway commissioner of Cleve-
land, Ohio, has reported to the Council of Cleveland in
accordance with the resolution on the advisability of the
Council taking steps to cause interurban cars to terminate
at the city limits. Mr. Sanders said in part:

"In my judgment such action would be wholly inadvis-
able. It is a matter of common knowledge that the inter-
urban railway system has been of tremendous advantage
in building up the city of Cleveland and the suburbs sur-
rounding. I know of no cities in the United States with
the exception of Cincinnati and Chicago in which interurban
cars are not permitted to come to the center of the busi-
ness district. In Cincinnati, four lines stop at the city
limits, but only because of the fact that those lines have
a different track gage from the city tracks, and a move-
ment is now on foot in Cincinnati to devise plans for an
interurban central terminal station.

"To forbid the entrance of the interurbans would restrict
the growth of the city and the growth of its business, by
making ingress necessarily more difficult. In the same
way it would restrict egress both of strangers and citi-
zens, making it difficult to know what city car connects
with the interurban car that the traveler wishes to get at
the city limits.

"It would, in my mind, have an inevitable tendency to
keep people out of the city by effectively erecting a wall
around the town. The chief drawback to the present sys-
tem is the fact that all the interurbans converge in the
Public Square and cause at times great congestion and
very frequently interrupt the ordinary operation of the
city system. This drawback may, however, be obviated
either by rerouteing the suburban cars, or, which is the
more logical way of solving the problem, by the interurban
car lines joining and coming into Cleveland by private right-
of-way to a central terminal as is done at Indianapolis. The
Council should not take the steps contemplated by this
resolution."

February 26, 1916] ELECTRIC RAILWAY JOURNAL

419

TRAFFIC COMMISSION FOR TORONTO

On Feb. 7 the Council of Toronto, Ont., approved the prin-
ciple of the appointment of a traffic commission, which
should have absolute control of all transportation matters
within the city limits. On Feb. 10 City Solicitor Johnston
advised the Board of Control that special legislation or the
consent of the people would have to be secured before the
proposed commission could even supervise the working of
the civic car lines. Mr. Johnston said that under the pro-
visions of the public utilities act the consent of the people
must be obtained before a municipal body could delegate its
powers to a subordinate organization. Mayor Church said
that while the city solicitor was correct in his interpreta-
tion of the law, there was nothing to prevent the city mak-
ing application to the Legislature for an amendment to the
act to enable it to appoint a commission and to confer upon
the commissioners all the powers now enjoyed by the mu-
nicipality. He said that it was essential if the city was to be
developed that it should own and control the means of trans-
portation.

CIVIC FEDERATION PRESENTS MINIMUM WAGE
REPORT

A year ago the minimum wage commission of the National
Civic Federation entered upon an inquiry into the minimum
wage question. The commission inquired into conditions in
the eleven states in the country where such laws already are
in force. It has just completed its investigation and it rec-
ommends :

1. That Congress pass a resolution directing a joint in-
vestigation by the Department of Labor and the Department
of Commerce, which shall be provided with money enough to
make the inquiry a thorough one.

2. That some means be devised for determining what is
a fair day's work before standards be set up for a fair day's
pay. At present, the commission finds there is no knowing
what a fair day's work is. Some unbiased, unprejudiced
agency, therefore, is recommended that will enable the em-
ployer to know what "he is to get" for his money and what
the employee "will have to give."

CINCINNATI BELT LINE PLANS PRESENTED

M. E. Springer formally presented his combined steam
and electric belt line plans to the Rapid Transit Company
of Cincinnati, Ohio, on Feb. 18. He explained the advan-
tages he believes the plan has over the proposed municipal
loop. The main idea is that in combining the two on the
same route, he will not only give the interurban railways
an entrance to the business section of the city, but' in
addition will furnish a commercial belt line for the steam
roads that will be invaluable in the development of the
manufacturing and wholesale business of the city.

Members of the commission questioned Mr. Springer
closely on a number of points. Mayor Puchta said he would
not favor placing anything in the way of the bond issue
that is to be placed before the people in April, but if the
Springer plan has special merit it can be taken up after-
ward. Further conferences are to be held, at which en-
gineers representing Mr. Springer, the railroads and the
Rapid Transit Commission Will be present.

CLEVELAND TRACK CONSTRUCTION APPROVED

The Council of Cleveland, Ohio, on Feb. 21 acted favor-
ably on the Cleveland Railway's application for authority
to relay tracks on Cedar Avenue and Broadway and make
other track improvements, all at an estimated cost of
$905,427. Fielder Sanders, street railway commissioner, out-
lined the position of his department. He said that he will
strive to reduce the present fare. He said further that his
force will be detailed to learn the cause of the deficit of
$590,000 in the company's maintenance fund.

M. F. Bramley became plaintiff on Feb. 19 in a second
suit to prevent the construction of subway approaches to
the new Detroit-Superior bridge across the Cuyahoga River.
He seeks to enjoin the city officials from entering into a
contract that will give the county the right to tear up the
city streets.

WAGE INCREASE GRANTED IN DETROIT

A new wage agreement has been entered into between the
Detroit (Mich.) United Railway and its motormen and con-
ductors, following a series of conferences attended by
officials of the company and representatives of the street car
men's associations. The new agreement, which was accepted
by the men at a union meeting on Saturday night, Feb. 19,
provides for a substantial increase in pay to the employees
on both the city and the interurban lines of the system. It
is estimated that the increase will cost the company more
than $250,000 yearly. It will affect about 3000 employees.

The agreement provides that all men now paid 25 cents
an hour shall be paid 27% cents an hour, and at the end
of a probationary period of three months shall be advanced
to 32% cents an hour. All men now paid 30 cents an hour
shall be paid 32 cents an hour, and at the end of nine
months 35 cents an hour. All men now paid 32 cents an
hour shall be increased to the maximum rate of 35 cents
an hour. All men entering the service after Feb. 16 shall
be paid: First six months, 27% cents an hour; next twelve
months, 32% cents an hour; thereafter, 35 cents an hour.

Under the new arrangement passenger car men are privi-
leged to apply for freight, milk, express and mail runs when
vacancies exist, assignment to be according to seniority.

Short Norfolk & Western Electric Extension Proposed. —

Plans for an extension of the Norfolk & Western electric
zone have been authorized, the new electrified track reaching
the town of Pocahontas, west of Nemours on the present
electrified section of the main line. The extension will cover
approximately 3 route miles.

Question as to What Constitutes Construction. — Mayor
Harry E. Davis of Cleveland, Ohio, has asked the director
of law for a ruling as to whether the relocation of water
mains for a short distance in Euclid Avenue constitutes an
act of beginning work on the proposed subway by the Cleve-
land Rapid Transit Railway.

Commissioner Sanders Plans for Relief from Congestion.
— At a meeting with several members of Council recently,
Fielder Sanders, street railway commissioner of Cleve-
land, Ohio, suggested as a means of relieving congestion in
the Public Square four-track loops, overhead pasageways
to the tracks and loading platforms between the tracks.
Mr. Sanders advanced this plan as a temporary measure
until underground terminals can be built, but it would
undoubtedly meet with opposition from many Councilmen
as well as the city plan commission, because of the ap-
pearance it would give the square.

Reduction in Cleveland Valuation Refused. — The Ohio
State Tax Commission, on Feb. 16, refused to reduce the
valuation of real estate used in the operation of the Cleve-
land Railway from the figures fixed by former County Tax
Commissioners Fackler and Agnew. For the year 1915 the
commissioners added $308,000 over the previous year, mak-
ing the value $1,280,000. They did, however, allow a re-
duction on the real estate not used in the operation of the
road. Officials of the company contended that the in-
creased valuation on its property is not fair, because three
utility corporations are the only interests affected, the com-
missioners having failed to complete a general revaluation
of all city property.

Detroiters Urged to Buy Stocks — The stock of the De-
troit (Mich.) United Railway has been listed on the Detroit
Stock Exchange. Under the caption "How to Become a
D. U. R. Stockholder; Buy a Share of Stock" Electric Rail-
way Service, published by the railway, said in its issue of
Feb. 18: "The Detroit United Railway is owned by its
stockholders. These stockholders live in Detroit, New
York, Montreal — in fact, they are scattered pretty well over
the face' of the earth — just as are the stockholders of other
large institutions. Any person -can become a stockholder
and part owner of these properties on purchasing one or
more shares of stock. You can purchase a share of stock
of the Detroit United Railway just as easily as you can
purchase a bushel of potatoes at the corner grocery."

Work on Philadelphia Subway and Elevated to Be Rushed.
— William S. Twining, newly appointed director of transit of
the city of Philadelphia, Pa., has given out the following
statement in reference to the work now being done by the

420

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 9

city: "Satisfactory progress is being made upon the City
Hall station section of the Broad Street subway. Thirty-six
per cent of the work on the column foundations for the
Frankford elevated, from Callowhill to Unity Streets, has
been completed and the erection of the steel structure is
expected to be started about April 1. Contracts have been
executed, with the approval of the Public Service Commis-
sion, for the foundations and steel superstructure of the
Frankford elevated through the business section of Frank-
ford, Unity Street to Dyre street."

Pacific Claim Agents' Index Bureau Elects Officers. — At a
meeting of the board of directors and members of the Pa-
cific Claim Agents' Index Bureau held at Portland, Ore., on
Feb. 12, the bureau elected B. F. Boynton, claim agent of
the Portland Railway, Light & Power Company, Portland,
Ore., president; J. S. Mills, claim agent of the San Fran-
cisco-Oakland Terminal Railways, Oakland, Cal., first vice-
president; H. G. Winsor, claim agent of the Tacoma Rail-
way & Power Company, Tacoma, Wash., second vice-presi-
dent; H. K. Relf, claim agent of the Spokane, Portland &
Seattle Railway, Portland, Ore., treasurer. The election of
all officers, except the president, is to take effect on April 1.
The election of the president took effect immediately. The
oragnization has decided to move the index bureau to Port-
land, Ore., to be permanently located there.

Report on M. I. T. Traffic Research Department. — A ref-
erence to the electric railways traffic research department
of the Massachusetts Institute of Technology appears in
the report of the president of the institute, just issued. It
is contained in the statement of the electrical engineering
department, contributed by Prof. Dugald C. Jackson, and
says: "The electric railway traffic research has been con-
tinued in the investigation of changes in receipts, expenses,
investment, rate of return, and other factors for a number
of street railway companies since the time of their elec-
trification. By gathering a large amount of statistical data
of this sort, it is hoped that it will be possible to trace
the effects of important changes in operating conditions,
and the effect of growth of population and suburban ex-
tension of cities upon the finances of the street railway
companies in question." The expenses of the department
during the past year are shown to have been $2,192.89.

Fort Smith Voters Ratify Bridge Contract. — At a special
election held in Fort Smith, Ark., on Feb. 8 the voters of
the city ratified the contract made between the Free Bridge
Commission and the Fort Smith Light & Traction Company
covering the operation of cars across the bridge over the
Arkansas River between Fort Smith and Van Buren. The
company agrees to charge a cash fare of 10 cents from any
point in Fort Smith to any point in Van Buren, with transfer
privileges in either city, and to sell tickets in books of six-
teen, eight and four, at $1, 50 cents and 25 cents respec-
tively. The company also agrees to keep tickets on sale
at not less than five places in Van Buren and not less than
ten places in Fort Smith. The company is to pay to the
Bridge Commission of the Fort Smith and Van Buren dis-
trict 5 cents out of each 10-cent fare paid and \XA cents
on each ticket. These payments are to be made in full com-
pensation for the use of the bridge and its approaches by
the company.

Harbor Commission Promises a Ferry Loop for San Fran-
cisco Municipal Cars. — Following the signing of a perma-
nent injunction prohibiting "C" and "D" cars of the munici-
pal railway lines in San Francisco, Cal., from using the
ferry loop, a petition was taken before the Board of Har-
bor Commissioners by representatives of the Municipal
Railways, requesting permission to construct and maintain
upon the Embarcadero a third loop over which municipal
cars might be operated, or if in the opinion of the board an
additional loop would interfere with traffic, that the permit
under which the United Railroads maintains the outer loop
be revoked and the loop be removed by the corporation, in
order that the city might replace it with a loop for the
operation of municipal cars. The board promised that the
municipal cars would be accorded the same privileges as
the United Railroads, but final action was delayed until the
United Railroads could be notified to have representatives
present at the hearing. The United Railroads is using the
ferry loops under a month to month agreement, revocable
at any time upon thirty days' notice.

Financial and Corporate

ANNUAL REPORT

Capital Traction Company

The statement of income, profit and loss of the Capital
Traction Company, Washington, D. C, for the year ended
Dec. 31, 1915, follows:

Passenger revenue $2,191,492

Mail revenue '443

Total revenue from transportation $2 191 935

Revenue from operation, other than transportation!!!! ' 14)558

Railway operating- revenue $2,206,493

Operating expenses :

Way and structures $102 631

Equipment ..".!! 119'817

Power ...!'.. 167 515

Conducting transportation , 571614

Traffic !!!!.!.!! 1328

General and miscellaneous !!!!.!!! 189 378

Total $1,152,283

Net operating revenue $1,054,209

Taxes assignable to railway operation 135!799

Operating income $918,410

Non-operating income g 532

Gross income $924,942

Deductions from gross income :

Interest on funded debt $277,640

Interest on unfunded debt 2,435

Miscellaneous debits ,. , l!293

Total $281,368

Net income . $643,574

Dividends 600,000

Surplus for year $43,574

Debit— materials and supplies 49

Balance carried to profit and loss $43,523

Profit and loss credit balance beginning of year 151,490

Profit and loss credit balance at end of year $195,014

The railway operating revenue of this company decreased
from $2,255,992 in 1914 to $2,206,493 in 1915, an amount of
$49,499 or 2.1 per cent. This was caused by a decrease of
$50,713 or 2.2 per cent in passenger revenue, the mail and
cther-than-transportation revenues showing small increases.
The operating expenses, which in 1915 were 52.22 per cent of
the gross operating revenue, increased slightly by $2,891 or
0.1 per cent, and the net operating revenue, therefore, de-
creased $51,591 or 4.6 per cent. The net income after all fixed
charges was less by $53,553 or 7.6 per cent .than the 1914
figures. The dividend payment of $600,000 was a decrease of
$60,000, and after adjustment the profit and loss credit bal-
ance at the end of the year was $195,014, as compared to
$151,490 at the end of 1914.

The decrease in operating revenues was caused by the
falling off in passenger receipts during the first eight months
of the year, on account of the unrestricted operation of jit-
neys, the more common use of private automobiles and the
general business depression. Moreover, as later noted, the
4 1/6-cent and 5-cent passenger traffic showed small percent-
age losses while the commutation traffic jumped more than
16 per cent. The improvement in business conditions which
began to be felt in the late summer, and the practical elimi-
nation of jitney competition which quickly followed the an-
nouncement of the Public Utilities Commission that it pur-
posed to regulate such carriers, brought a change for the
better. The last four months of 1915 registered material
gains in passenger receipts over the same period of 1914.

In regard to the increase in operating expenses, it should
be noted that this group included the addition of $15,098 to
the depreciation reserve over the usual allotment of 2.5 per
cent of operating revenues charged to expenses, and a fur-
ther sum of $11,250 this year charged for the first time
through expenses in monthly installments to the merit sys-
tem reserve, to be used in payment of awards in July, 1916.
These charges were heretofore met by the appropriation of a
lump sum when due and payable. In explanation of the ex-
tra depreciation charge, it may be said that after the usual

February 26, 1916] ELECTRIC RAILWAY JOURNAL

421

allotment to depreciation, insurance and other reserves, and
after the payment of a 5 per cent dividend, it was found that
$58,672 remained. Instead of carrying this amount to sur-
plus, the directors decided to increase the allotment to the
depreciation reserve, thereby reducing the amount of surplus
for the year to $43,574.

During 1915 the company carried 68,184,656 passengers,
as compared to 69,679,440 in 1914. The decrease was brought
about by a decrease of 1,222,284 or 2.8 per cent in 4 1/6-cent
passengers, a decrease of 134,015 or 1.3 per cent in 5-cent pas-
sengers and an increase of 132,964 or 16.7 per cent in com-
mutation passengers. The car-mile totals in 1915 and 1914
were 7,812,728 and 8,180,797 respectively. Other operating
statistics, in cents, are shown in the following table:

Per Car-Mile Per Passenger

1915 1914' 1915 1914'

Passenger revenue 28.05 27.41 3.21 3.22

Other revenue 0.27 0.38 0.03 0.04

Gross revenue 2S.32 27.79 3.24 3.26

Operating expenses 14.75 14.06 1.69 1.65

Taxes 1.74 1.74 0.20 0.20

Interest 3.60 3.47 0.41 0.41

Net income 8.23 8.52 0.94 1.00

The capital expenditures for 1915 totaled $7,688, divided
into $3,937 for track and line, $1,815 for car equipment and
$1,935 for miscellaneous items. The receipts from the sale
of car equipment and old cable amounted to $2,766, so that
the net capital expenditures were $4,921.

HOW OHIO LINES FARED

The Ohio Public Utilities Commission reports that for
the year ended June 30, 1915, the street railways of the
State made a better showing than the interurban lines.
The aggregate revenue of the street railways was $19,701,-
000, an increase of $169,000. The operating expenses
totaled $13,204,000, a decrease of $46,000, while the net
revenue was $6,496,000, an increase of $215,000. The num-
ber of paid passengers was 547,495,000, an increase of
45,797,000 over the previous year.

For the interurban lines, however, the passenger and
freight revenues, the operating expenses, the number of
passengers carried and the freight tonnage all showed de-
creases for the last fiscal year. The operating revenue
aggregated $17,936,000, a decrease of $643,000; operating
expenses, $11,442,000, a decrease of $140,000; net revenue,
$6,493,000, decrease of $502,000, and passenger revenue,
$15,320,000, a decrease of $547,000. The number of pas-
sengers was 181,563,000, a decrease of 11,709,000.

There was an increase of 64 miles in interurban single
track during the year, bringing the total up to 2809 miles.
An increase of 60 miles was shown in street railway track,
making the total 625 miles.

SUPPLEMENTAL ORDER ISSUED

In a supplemental order the Railroad Commission of
California has authorized the Oakland, Antioch & Eastern
Railway to issue certain notes and bonds in pursuance of a
plan to refinance the company. According to the plan, the
company was to issue $1,095,000 of first mortgage bonds and
$262,200 of promissory notes. The bonds were to be sold to
bondholders or to stockholders for cash, or issued instead
of bond interest earned, and used by the company for cap-
ital purposes at not less than 80. The proceeds of both
bonds and notes were to be used solely for the company's
debts or for capital expenditures, represented by notes
or accounts payable. The $262,200 6 per cent notes were
to be issued to the stockholders for cash at face value.
Of the bonds, $328,000 were to be pledged as security for
the $262,200 of notes, the stockholders being obligated
in case of non-payment of principal or interest on notes to
accept the pledged bonds in compensation at 80 per cent of
face value. The original order provided that before any
of the bonds or notes authorized were issued the company
should furnish the commission with a list of its notes and
accounts payable representing capital expenditures and a
detailed statement explaining such expenditures.

In the supplemental order the commission finds that the
reports are duly on file, and that it now appears that the
company has collected the sum of $90,911 from its stock-
holders as a part of the loan of $262,200 and thus released
from pledge $46,000 face value of its bonds. The com-
pany will need $68,000 additional bonds to be pledged as
collateral security to carry into effect the previous order,
the two amounts making $114,000 of bonds which the com-
pany proposes to pledge as collateral for the $90,911 of
notes for the sums advanced. The $114,000 represents the
ratio of 80 per cent face value specified, and the company
is authorized to pledge this amount of bonds as security
for its note indebtedness.

The road connects San Francisco, Sacramento, Oakland
and Antioch with a system with more than 120 miles of line.

THREE MONTHS' COMPARISON OF
NINETY-SEVEN ROADS

The information bureau of the American Electric Railway
Association has continued the comparison of earnings com-
menced by the Bureau of Fare Rerearch and has just made
public the figures for July, August and September. The
roads are scattered throughout the United States, and the
groupings followed are: Eastern District, east of the Mis-
sissippi River and north of the Ohio and Potomac Rivers;
Southern District, east of the Mississippi River and south
of the Ohio and Potomac Rivers; Western District, west of
the Mississippi River. These groups contain forty-four,
fourteen and thirty-nine companies respectively.

STATISTICAL RETURNS FROM NINETY-SEVEN ELECTRIC RAILWAY COMPANIES IN THE UNITED STATES

A. — Operating Revenue
No. of Totals for Three Months 1915 in July 1915 in

Corn-
District panies

United States 97

East 44

South 14

West 39

United States 97

East 44

South 14

West 39

United States .... 97

East 44

South 14

West 39

United States 97

East 44

South 14

West 39

United States .... 97

East 44

South 14

West 39

1915

Dollars

1914

Dollars

per Cent
of 1914

1195

Dollars

1914

Dollars

per Cent
of 1914

August

1915

Dollars

1914

Dollars

1915 in

per Cent
of 1914

September

1915

Dollars

1914

Dollars

1915 in
per Cent
of 1914

51,569,621 52,872,014 97.54 17,423,863 18,067,895 96.44 17,138,215 17,704,904 96.80 17,007,543 17,099,215 99.46

36.712,991 37,268,880 98.51

1,854,645 1,996,446 92.90

13,001,985 13,606,688 95.56

29,856,149 30,035,794 99.40

12,395,176 12,702,173 97.58
618,860 677,119 91.40
4,409.827 4,688,603 94.05

B. — Operating Expenses
10,103,122 10,345,756 97.65

12,182,145 12,498,075 97.47
608,116 664,015 91.58
4,347,954 4,542,814 95.71

12,135,670 12,068,632 100.56

627,669
4,244,204

655,312
4.375,271

95.78
97.00

,939,999 10,068,469 98.72 9,813,028 9,621,569 101.99

20,563,295 20,650,272 99.58

1,009,987 1,177,647 85.76

8,282,867 8,207,875 100.91

21,713,472 22,836,220 95.08

6,984,229 7,089,761 98.51 6,820,438
341,178 408,440 83.53 338,124
2,777,715 2,847,555 97.55 2,781,437

C. — Net Operating Revenue
7,320,741 7,722,139 94.80 7,198,216

6,958,601 98,01
391,379 86.39
2,718,489 102.32

6,758,628 6,601,910 102.37
330,685 377,828 87.52
2,723,715 2,641,831 103.10

7,1136,435 94.26 7,194,515 7,477,646 96.21

16,149,696 16,618,608 97.18

844,658 818,799 103.16

4,719,118 5,398,813 87.41

3,493,430 3,382,621 103.28

5,410,947 5,612,412 96.41
277,682 268,679 103.35
1,632,112 1,841,048 88.65

D. — Taxes
1,135,074 1,146,503 99.00

5,301,707
269 , 992
1 ,566,517

5,539,472 96.79
272,636 99.03
1,824,325 85.87

5,377,042 5,466,722 98.36
296,984 277,484 107.03
1,520,489 1,733,440 87.72

1,220,716 1,122,389 108.76 1,137,729 1,113,729 102.15

2,497,848 2,376,919 105.09
136,748 131,209 104.22
858,834 874,493 98.21

57.89

50.81

800,569 809,665 98.88 890,950

46,767 43,244 108.15 43,762

287,738 293,594 98.01 286,004
E. — Operating Ratio

57.98 57.26 58.00

786,549 113.27
43,879 99.73
291,961 97.96

56.87

806,329 780,705 103.28

46,219 44,086104.84

285,092 288,938 98.67

57.70 56.27

56.01
51. 40
63.70

55 41
58.99
60.32

56.35
55. 13
62 . 99

55.82
60.32
60.73

55.99
55 . 60
63.97

55.68
58.94
59.84

55.110
52.68
64. 17

54.70
57. (Ill
60.38

422

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 9

Buffalo & Wellsville Railroad Corporation, Buffalo, N. Y.

— The New York Public Service Commission for the Second
District approved the transfer of the property and rights of
the old Buffalo & Susquehanna Railway to the new Buffalo
& Wellsville Railroad Corporation, which bought the prop-
erty from the receiver. The commission has also authorized
the new corporation to exercise the franchises and to operate
under the certificate of public convenience and necessity ap-
proved and granted to the old company by the Railroad Com-
mission. The order of the commission made public on Feb.
17 recites that the new corporation is capitalized for $850,000
and that it as yet has no bonded indebtedness, though an ap-
plication is pending before the commission for approval of
an issue of bonds; that the property is subject to a mortgage
of $440,000, which was part of the purchase price paid by the
Susquehanna Finance Corporation to the old company and
that the new company has made a mortgage of $360,000 as
part of the purchase price which it paid to the Finance Cor-
poration.

Cape Electric Tramways, Ltd., Cape Town, S. A. — The

profit and loss account of the Cape Electric Tramways,
Ltd., for the year ended June 30, 1915, showed a profit of
£80,615. After providing for debenture interest, redemp-
tion of debentures, and after taking into account the bal-
ance brought forward from the preceding year, the com-
pany had remaining a net credit balance of £44,286. From
this amount the reserve fund was credited with £12,000
and dividends of £24,561 were paid, leaving a balance of
£7,724 to be carried forward. During the year the tram-
ways carried 21,680,070 passengers earning £206,122, as
compared to 20,886,146 passengers earning £200,409 in the
preceding year. While the traffic thus showed some expan-
sion, the company states that the war added considerably
to the working costs on account of the additional cost of
labor, the allowances granted to employees in the service,
and the increase in the cost of all supplies.

Detroit (Mich.) United Railway. — Announcement is made
that the $12,500,000 capital stock of Detroit United Rail-
way has been listed on the Detroit Stock Exchange. The
stock is also listed on the New York, Montreal and Cleve-
land exchanges.

Electrical Securities Corporation, New York, N. Y. — Kis-
sel, Kinnicutt & Company, New York, are offering at 99 and
interest, to yield more than 5 per cent, $1,000,000 of col-
lateral trust sinking-fund gold 5 per cent bonds of the Elec-
trical Securities Corporation, dated Feb. 1, 1916, and due
on Feb. 1, 1846. These bonds are redeemable as a whole or
in part at 103 and interest at any interest date upon twenty-
one days' notice. The corporation is an investment com-
pany owning, among other public utility securities, the
mortgage bonds of forty different electric railway, light and
power companies. On Dec. 31, 1915, the assets, consisting
exclusively of cash or securities at a conservatively ap-
praised valuation, amounted to $8,642,892, or more than
twice the obligations on that date. The relative position
will remain practically unchanged after the issuance of this
series.

Gary, Hobart & Eastern Traction Company, Hobart, Ind.

— Application has been made by S. A. Smith to the Superior
Court at Hammond for the appointment of a receiver for
the Gary, Hobart & Eastern Traction Company.

Interborough Rapid Transit Company, New York, N. Y.—
The syndicate of bond distributing houses which agreed in
December to take $25,000,000 of the first and refunding 5
per cent bonds of the Interborough Rapid Transit Company,
has been closed, and a new lot of $5,000,000 of the same issue
has been taken from J. P. Morgan & Company, managers of
the underwriting syndicate that agreed to provide $160,000,-
000 for subway construction in five years. When the small-
er block has been disposed of it will bring the total placed by
the distributing syndicate up to $80,000,000. The Manhattan
Railway has sold $4,523,000 second mortgage 4 per cent
gold bonds due 2013 to the Equitable Trust Company and
E. H. Rollins & Sons, the two institutions acting jointly.
The company asked for bids and twenty houses competed.
It is understood that the high bid was an all-or-none bid
for 87.15. The proceeds of the issue will be used for re-
imbursing the Interborough Rapid Transit Company, lessee,
for third-track extension work on the elevated system. The

new bonds are being offered at 89 and interest to net 4.5 per
cent.

Kansas City, Mexico & Orient Railway, Kansas City, Mo.
— The Kansas Public Utility Commission has declined to ap-
prove the application made in the interest of the Kansas
City, Mexico & Orient Railway to issue $51,941,650 in stocks
and bonds of a new company, in reorganization proceedings.
It was proposed to issue $15,003,600 of first mortgage bonds,
$27,573,383 of preferred stock and $9,364,667 of common
stock. The time for the deposit of the fifty-year first mort-
gage 4 per cent bonds of the Kansas City, Mexico & Orient
Railway of 1901 and the Kansas City, Outer Belt & Elec-
tric Railway first mortgage 4 per cent bonds of 1903 ex-
pired on Jan. 31.

Kansas City (Mo.) Railways. — A representative of the
Kansas City Railways and the city counselor of Kansas
City appeared before the Missouri State Public Service
Commission at Jefferson City recently in reference to the
issuance of securities by the Kansas City Railways, the
successor company to the Metropolitan Street Railway.
Under the first mortgage the company asks authority to
issue a total not exceeding $22,364,200 of bonds. Under the
second mortgage authority is asked to issue $3,560,700
Series A and $1,000,000 Series B bonds with another lot of
$730,000, described in another agreement, making a total of
$6,290,700 bonds under the second mortgage. Under the
terms of the note agreement authority was asked to issue
in principal amount not exceeding $7,922,000 three-year
5.5 per cent secured gold notes.

Lancaster & Southern Street Railway, Millersville, Pa. —

Application has been made for a receiver for the Lancaster
& Southern Street Railway.

Los Angeles & San Diego Beach Railway, San Diego,

CaL — Application has been filed with California Railroad
Commission by the Los Angeles & San Diego Beach Rail-
way for authority to issue notes for $11,000 to the Southern
Trust & Savings Bank, San Diego, a note for $21,000 to
the Merchants National Bank, San Diego, and notes for
$19,000 to the City National Bank, Los Angeles. These
notes are to renew previous notes and are at 7 per cent
interest. The company has $2,000,000 of stock authorized,
of which $546,000 is outstanding fully paid up, $165,000
outstanding on which 10 per cent has been paid, and a
mortgage upon the property securing bonds in the sum of
$375,000. No dividends have been paid for five years.

New York (N. Y.) Railways. — Judge Lacombe on Feb. 15
signed the three final orders winding up the litigation con-
nected with the dissolution of the old Metropolitan Street
Railway and the New York City Railway, begun in Septem-
ber, 1907. The receivers were ordered to transfer to the
New York Railways, on account of the claims held by it, all
the property and assets of the two old companies under their
control, except a sum sufficient to meet the claims of the
general creditors allowed by the court, which must be hand-
ed over to the Guaranty Trust Company. The dividend al-
lowed to all general creditors of the New York City Railway
will be 42% per cent, and to all other creditors of the Metro-
politan Street Railway 10 per cent. The judge also author-
ized the payment to the Third Avenue Railway by the Met-
ropolitan of $4,442,745 for rent, interest on bonds, rolling
stock, and so on, and the third order dealt with certain pay-
ments to be made by the New York City Railway to the
Metropolitan.

Niagara, St. Catharines & Toronto Railway, St. Cathar-
ines, Ont. — Negotiations for the purchase of the Michigan
Central Railroad's single-track line from Fort Erie and
Bridgeport, Ont., to Niagara-on-the-Lake have been entered
into by the Niagara, St. Catharines & Toronto Railway.
The latter company has a franchise for a road from Port
Colburne to Fort Erie, Ont., and from Fort Erie to Niagara-
on-the-Lake and from St. Catharines to Toronto, via Ham-
ilton. Application has been made by the company to Par-
liament for an extension of time in which to build these
lines. The Michigan Central's Niagara branch has been
used almost exclusively for passenger service during the
last few years and is said to be a losing venture. Recently
Bridgeburg instead of Buffalo was made the eastern terminal
for the line.

February 26, 1916] ELECTRIC RAILWAY JOURNAL

423

Pine Bluff (Ark.) Company. — Eastman, Dillon & Com-
pany, New York, are offering at 92 and accrued interest, to
yield approximately 5.55 per cent, $700,000 of first mort-
gage, 5 per cent gold bonds of the Pine Bluff Company,
dated March 22, 1912, and due on Jan. 1, 1942. The author-
ized amount of this issue is $2,000,000, of which $880,000
is outstanding. The company owns and operates the elec-
tric light and power, street railways and water supply prop-
erties in Pine Bluff, the street railway system comprising
9.5 miles of single track.

Schenectady (N. Y.) Railway. — The Schenectady Railway
has applied to the New York Public Service Commission of
the Second District for its approval of a new mortgage and
bond issue of $2,250,000 with which it is to release 800
shares of the stock of the Schenectady Illuminating Company
from the lien of the present first mortgage of the Schenec-
tady Railway. To do this the company must pay the bonds
under this older mortgage to the amount of $2,000,000 and
as noted in the Electric Railway Journal of Feb. 12, page
333, it has called these bonds for March 1, 1916, at 110. Har-
ris Forbes & Company have agreed to take the proposed new
issue at 97%. Bonds to be called will be paid with the pro-
ceeds. When, in 1905, the Schenectady Railway was sold to
the Delaware & Hudson Company and the New York Central
Railroad by the General Electric Company it owned all of
the stock of the Illuminating Company, 800 shares, and all of
the stock of the Mohawk Gas Company, 4400 shares. Under
the sale these two stocks were retained by the General Elec-
tric Company. The Illuminating Company stock was subject
to the first mortgage and a consolidated mortgage of the
railway. The gas stock was subject to the consolidated
mortgage alone. The General Electric Company assumed
the consolidated mortgage and has satisfied it. The railway
had agreed that when this was done it would release the Il-
luminating stock from the lien of the first mortgage, and in
making the present petition it states that the only way this
can be done is by paying the bonds, which it proposes to do
by this new mortgage and bond issue.

Seattle, Renton & Southern Railway, Seattle, Wash. — The
property of the Seattle, Renton & Southern Railway, now in
the hands of Scott Calhoun and Joseph Parkin, receivers,
have been ordered sold at public auction on May 1 by the
King County Superior Court Judge A. W. Frater. The
claims against the company are $1,240,000, and Judge Frater
has fixed a minimum price of $1,200,000. It is estimated
that this will cover the claims against the receivership and
the preferred claims of the bondholders. The receivership
case has been in the courts for nearly four years.

Texas Traction Company, Dallas, Tex. — The directors of
the Texas Traction Company and the Southern Traction
Company are planning to consolidate the two lines under
the name of the Texas Traction Company. A committee has
been appointed by both companies to work out details.
These properties, generally known as the Strickland lines,
have been operated under one management but as separate
corporations.

United Railways & Electric Company, Baltimore, Md. —

The Maryland Public Service Commission has approved the
application of the United Railways & Electric Company to
issue $2,750,000 of five-year 5 per cent notes for refunding
and to provide funds for other financing noted in the
Electric Railway Journal of Feb. 12, page 333. The com-
mission has fixed upon 97.5 and interest as the price at
which the notes are to be sold.

Winnipeg (Man.) Electric Railway. — The annual meeting
of the Winnipeg Electric Railway, which was to have been
held on Feb. 9, was postponed for two weeks. Jitney com-
petition and the depression in the building trade following
the war greatly affected in 1915 the earnings of the com-
pany. On Dec. 15, 1915, the dividend rate of the company
was reduced to 8 per cent per annum. The earnings in
the first eleven months of 1915 fell off 30 per cent as com-
pared with 1914, due to some extent to jitney competition.
In some months of the year the decrease was almost 50 per
cent from the same month for 1914. The total earnings
for the first eleven months of 1914 were $1,547,412, as
against $1,086,528 for the first eleven months of 1915. In
November, 1915, however, there was an actual increase in
gross receipts of $10,000 over the same month of 1914.

DIVIDENDS DECLARED

Northern Ohio Traction & Light Company, Akron, Ohio,
quarterly, 1% per cent, common.

Northern Texas Electric Company, Fort Worth, Tex., 3
per cent, preferred; quarterly, 1 per cent, common.

ELECTRIC RAILWAY MONTHLY EARNINGS

ATLANTIC SHORE RAILWAY, KENNEBUNK, ME.

_ . Operating Operating Operating Fixed Net

Period Revenues Expenses Income Charges Income

lm., Jan., '16 $23,288 $19,306 $3,982 $610 $3,372

1 15 21,900 20,360 1,540 637 903

BERKSHIRE STREET RAILWAY, PITTSFIELD, MASS.

lm., Dec,

1 "
6 "
6 "

'15
'14
'15
'14

$73,106
76,639
498,746
524,025

•$78,318
•67,046
♦400,203
•466,938

t$5,212
f 9,593
98,543
57,087

$22,358 ft$27,359
17,385 t*7,696
106,885 fJ7,299
103,306 tt45,303

BROCKTON & PLYMOUTH STREET RAILWAY, PLYMOUTH.

lm., Dec,

1 "
12 "
12 "

MASS.

'15

$8,145

♦$8,319

'14

8,071

•8,091

'15

115,207

$96,433

'14

121,756

♦101,749

t$174
t20
18,774
20,007

$1,112 t$l,286

1,145 U.165

13,492 5,282

13,141 6,866

CONNECTICUT COMPANY, NEW HAVEN, CONN.

lm., Dec, '15 $704,552 *$477,524 $227,028 $99,722 t$150,413

1 14 630,642 ♦446,565 184,077 97,462 1108,479

6 15 4,452,423 ♦2,974,355 1,478,068 592,736 11, 024, 591

6 " " '14 4,192,386 ♦3,097,200 1,095,186 589,707 J635,637

EASTERN TEXAS ELECTRIC COMPANY, BEAUMONT, TEX.

lm., Dec, '15 $69,454 ♦$35,374 $34,080 $9,171 $24,909

1 ' " '14 55,655 ♦31,444 24,211 8,773 15,438

12 " " '15 723,091 ♦386,447 336,644 105,562 231,082

12 14 673,095 ♦401,932 271,163 101,638 169,525

EL PASO (TEX.) ELECTRIC COMPANY

lm.

1 "
12 "
12 '*

lm.,
1 "

12 "
12 "

Dec,

Dec,

•15
'14
'15
'14

$101,469

88,386
981,888
1,041,792

♦$46,507
•42,956
•521,059
•575,471

$54,962 $4,181

45,430 4,191

460,829 50,368

466,321 51,356

$50,781
41,239
410,461
414,965

KEOKUK (IOWA) ELECTRIC COMPANY

•15

$21,069

•$12,481

$8,588

$1,859

$6,729

'14

20,432

•13,752

6,680

1,884

4,796

'15

232,593

•151,156

81,437

22,400

59,037

'14

249,062

•160,269

88,793

24,286

64,507

NEW YORK & STAMFORD RAILWAY, PORT CHESTER, N. Y.

lm., Dec, '15 $23,650 *$24,168 f?518 $7,995 tt$8,473

1 14 24,466 ♦23,590 876 7,876 U6,981

6 15 210,310 *159, 499 50,811 47,998 13,166

6 14 214,808 ♦161,924 52,884 47,254 J5,902

NEW YORK, WESTCHESTER & BOSTON RAILWAY,
NEW YORK, N. Y.

lm.,
1 "
6 "
6 "

Dec,

'15
'14
'15
'14

$42,795
38,043
257,135
225,116

♦$46,228
♦45,618
♦254,386
♦261,352

t$3,433
t7,575
2,749
t36,236

§$5,541 ft$7,641

§6,364 ftl2,406

§36,001 tJ23,682

§36,886 tt63,600

NORTHERN TEXAS ELECTRIC COMPANY
FORT WORTH, TEX.

lm., Dec, '15 $156,941 *$93,912 $63,029

1 14 162,561 *87,543 75,018

12 15 1,713,213 ♦1,049,709 663,504

12 14 2,071,098 *1, 151, 237 919,861

$29,250 $33,779

28,698 46.32J)

330,817 332,687

317,503 602,358

NORTHERN OHIO TRACTION & LIGHT COMPANY, AKRON,

OHIO.

lm., Dec, '15 $379,817 $217,965 $161,852 $53,040 $108,812

1 14 316,381 197,415 118,966 50,533 68,433

12" " "15 3,890,751 2,373,010 1,517,741 628,309 889,432

12 14 3,636,085 2,237,429 1,398,656 606,898 791,758

RHODE ISLAND COMPANY, PROVIDENCE, R. I.

lm., Dec, '15 $440,663 ♦$350,340

1 •' " ' '14 411,510 ♦314,186

6 " " '15 2,756,262 *2, 047,156

6 14 2,788,017 ♦2,038,481

$90,323 $120,150 tt$28,149

97,324 117,308 ttl8,337

709,106 722,286 J21.776

749,536 709,108 178,440

SAVANNAH (GA.) ELECTRIC COMPANY

lm., Dec,

•15

$68,903

1 "

•14

71,678

12 "

'15

794,213

12 "

'14

842,639

•$44,271
•45,578
•518,488
•552,987

$24,632
26,100
275,725
289,652

$23,330 $1,302

23,421 2,679

278,492 f2,767

275,333 14,319

lm., Dec,

1 "
12 "
12 "

TAMPA (FLA.) ELECTRIC COMPANY

'15 $85,770 '$44,326 $41,444 $4,344 $37,100

•14 85,501 »42,327 43,174 4,423 38,751

•15 981,049 '502,901 478,148 52,344 425,804

'14 981,000 '520,078 460,922 54,488 406,434

•Indicates taxes. fDeficit. Jlncludes non-operating income.
§ Excludes interest on bonds, charged income and paid by the
N. Y., N. H. & H. R. R. under guarantee, also interest on notes
held by the N. Y., N. H. & H. R. R. not credited to income of
that company.

424

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 9

Traffic and Transportation

UNION TRACTION OF INDIANA ADVERTISES BRADY
MEDAL AND SERVICE

In connection with a campaign of education which the
Union Traction Company of Indiana, Anderson, Ind., is
conducting to stimulate traffic in the cities touched by its
lines, the fact that it has been awarded the Anthony N.
Brady Memorial Association Medal for safe and efficient
operation has received considerable prominence. After list-
ing the principal points touched by its various lines and
connections, the advantages these lines offer for the trans-
portation of passengers and freight are set forth in an
article which reads in part as follows:

"This interurban railway was a pioneer electric line in
both passenger and freight transportation, and it is first
and foremost in all things pertaining to these classes of
service. It has been stated that the electric railways since
their installation were responsible for 40 per cent of the
growth of Indianapolis, and it is safe to say that every city,
town and hamlet touched by the tracks of the Union Trac-
tion Company has been benefited in the same degree. The
operation of electric railways is so closely allied to the busi-
ness interests of the territory they serve that there exists
a community feeling not found between these interests and
the steam roads.

"When we look back over a period of fifteen years, it is
difficult to realize that a trip from Fort Wayne to Indianap-
olis meant a loss of two days, particularly when at present
there is through electric service in each direction every two
hours. The business man living 50 miles or even 100 miles
away from the capital is comparatively as close to it at pres-
ent, as the man who lived at Zionsville fifteen years ago.
This is true not only of the individual as a passenger, but of
his merchandise as well.

"An investigation made some time ago demonstrated that
only a small proportion of the vegetables and small fruits
used in Indianapolis was raised in close proximity to that
city. Most of these commodities are shipped from distances
varying from 75 miles to 150 miles. This requires refrig-
eration, at an additional expense to the consumer. There
seems to be no reason why intensified farming could not be
carried on as profitably 10 miles from a big market like
Indianapolis as it is at a distance of 100 miles. Certainly
there are advantages to be gained in the lower freight rates
and the opportunity for direct barter between the producer
and the consumer such as could be arranged through a cen-
tral market served by the interurban lines. Such a plan is
worthy of the serious consideration of commercial bodies.
This, however, is only one of the many prospects for the
betterment of any city made possible by the interurban
railway systems, with which Indiana is as well served as
any other State in the Union."

WATERLOO TRIES TO STOP ONE-MAN CAR
OPERATION

Early in December, 1915, the Waterloo, Cedar Falls &
Northern Railway placed one-man cars in service on all but
one of its lines and, at the same time, maintained the exist-
ing schedules. The old single-truck, double-end cars were
remodeled for one-man operation by inclosing the platforms,
providing door-operating mechanisms and fare boxes. On
Jan. 26, after the one-man cars had proved more than suf-
ficient to meet the service requirements, an ordinance re-
quiring two-men crews on all local cars was passed, but act-
ing upon the request of the railway company the City Coun-
cil delayed putting it into effect until Feb. 1. In the mean-
time the company obtained a temporary injuction to restrain
the newspapers from publishing the ordinance and thus pre-
vented it from becoming law. Sentiment against one-man
car operation was largely centered around the Mayor and
the City Council, as several of the local newspapers and
commercial and civic organizations of Waterloo had ex-
pressed themselves as satisfied with the service the one-man
cars were furnishing. The petition requesting the tempo-

rary restraining order refutes the various objections to one-
man cars, and states that a marked decrease in the gross
receipts during 1915 made their adoption absolutely neces-
sary in the interest of economy. The company hopes to have
the temporary injunction made permanent.

One-Man Cars Authorized in Corpus Christi. — The Coun-
cil of Corpus Christi, Tex., has passed an ordinance per-
mitting the operation of one-man cars in the city.

Oakland Jitney Ordinance Enforced. — The city of Oak-
land, Cal., has put an end to the jitneys of the Oakland
Pleasure Club, which sought to evade the provisions of the
amended jitney ordinance in that city prohibiting the opera-
ton of jitneys in downtown Oakland. On Feb. 16 sixteen
drivers were arrested to constitute test cases. The follow-
ing day no jitneys appeared in the forbidden district.

Copper Zone Fare System to Be Extended. — It is stated
that the Shore Line Electric Railway, Norwich, Conn., pro-
poses to apply to its division between New London and Wil-
limantic and on the branch from Willimantic to Coventry the
copper zone system of fares in use by the company between
New London and New Haven since last fall. This system
was described and illustrated in the Electric Railway Jour-
nal of Sept. 11, 1915, page 444.

Joint Operation Arranged in California. — An agreement
providing for the joint operation of their lines has been
announced by the Central California Traction Company, San
Francisco, Cal., and the Tidewater Southern Railroad.
President Byron Bearce of the Tidewater Southern Railroad
is quoted as follows: "We have merely effected a sort of
consolidation in order to operate the roads jointly, our
purpose being to cut down expenses and increase efficiency."

Application for Fare Reduction Refused. — The Public
Service Commission for the Second District of New York has
refused to order the Warren & Jamestown Street Railway,
Warren, Pa., to reduce its fare between Jamestown and
Frewsburg from 10 cents to 5 cents. The commission held
that because of the expensive construction of the line be-
tween the two towns, the comparatively limited number of
passengers carried and the transfer privileges accorded, the
rate was fair and reasonable for the ride of 6 miles.

Disorderly Night Hawks Arrested. — At the request of
officials of the International Railway, Buffalo, N. Y., the
police have detailed plain clothes specials to ride the "owl"
cars on the city lines and arrest all passengers creating a
disturbance. On the first night after the order had been
issued seven roughs were arrested and when arraigned in
court were fined $10 each. Others have been fined $25 and
$50. Disorder has occurred almost entirely on the lines in
the East side, which is populated largely by foreigners.

Decision in Rhode Island Against One-Man Cars. — The

Public Utilities Commission of Rhode Island has dismissed
the petition of the Newport & Providence Railway appeal-
ing from an ordinance of the Town. Council of Middletown,
which ordered that all street cars operated through the town
must have a crew of two men. The company inaugurated
the one-man system of operation between Washington
Square, Newport, and the naval training station. Later
the system was introduced on its main line from Newport
to Bristol Ferry.

Petition Presented for Jitney Election. — A petition, signed
by the required numbers of voters, has been presented the
City Commission of Dallas, Tex., by the jitney drivers ask-
ing for an election on a new ordinance, in which the princi-
pal changes from the present ordinance are as follows:
drivers' license is raised from $10 to $20 a year; license for
the cars is reduced from $65 to $20 a year; number of pas-
sengers unlimited; no restrictions as to pasengers riding
on running board or other parts of cars; clause stating
jitneys are common carriers omitted.

Ohmer Prize Offer Renewed. — John F. Ohmer, president
of the Ohmer Fare Register Company, Dayton, Ohio, be-
lieving that the employees of the Denver (Col.) Tramway
are capable of attaining still a higher degree of efficiency
in Ohmer register operation for 1916 than they did
during the past year, has renewed his prize offer of $200
for the year 1916, to be distributed in three premiums as
heretofore, Conditional that the general average for 1916

February 26, 1916] ELECTRIC RAILWAY JOURNAL

425

will exceed the general average of 98.08, which was made
for 1915. He has also included in this offer his special
prize of $25, to be awarded to the two conductors who make
the best individual records for 1916.

Cars Making 'Em Old Maids. — The United Railroads
Magazine, published by the United Railroads, San Fran-
cisco, Cal., published in its issue of February, 1916, the fol-
lowing item: "Does poor car service affect the matrimonial
chances of young women living in the district poorly served?
There is one man living out in the Potrero who believes
it does. He is Michael Dunnigan, who is very sore at the
United Railroads for discontinuing the '30' car which used
to run from Eighth and Market. 'The girls out here are
all becoming old maids,' he says. 'A young man comes
out to see them — once. But he never comes again, the car
service is that bad.' The only calamity that the company
has not been charged with as yet is the European war.
However, the war is not over."

Prohibition Affects "Owl" Service. — The effect of the dry
law which went into operation on Jan. 1 has been felt by
the traction companies in both Oregon and Washington, and
the larger companies, among them the Portland Railway,
Light & Power Company, the Puget Sound Traction, Light
& Power Company, the Tacoma Railway & Power Com-
pany and the Washington Water Power Company, have or
will put in operation new schedules reducing the "owl"
service, which has been operated after midnight for the
convenience of patrons. The average reduction in "owl"
car patronage in Portland since Jan. 1 is reported as 25
per cent, based on a check of southbound "owl" traffic on
four important lines. The Puget Sound Traction, Light &
Power Company, Seattle, revised its "owl" schedules ef-
fective on Jan. 24.

Portland Jitneys Fair Weather Birds. — City Attorney La
Roche, Portland, Ore., asserts that the jitney buses licensed
to operate in Portland violated the provisions of the city
ordinance during the recent storm by failing to attempt to
operate and also by arbitrarily increasing their rates of
fare. Mayor Albee, upon being notified, instructed police
officers to arrest drivers who were operating without com-
plying with the ordinance, which requires jitneys to oper-
ate during the morning and evening rush hours and to main-
tain 5-cent fares, unless a higher rate is posted on the
windshield. During the storm many jitneys abandoned
their regular service and operated as taxicabs. Others
attempted to give no service of their own, but waited until
the street railways cleared their tracks and then operated
only in the cleared districts.

Electric Railway Officials Support Anti-Smoking Bill. —
Clark V. Wood, president of the Springfield (Mass.) Street
Railway, and David A. Belden, president of the Massachu-
setts Northeastern Street Railway, appeared before the leg-
islative committee on street railways at Boston on Feb. 17
on behalf of the Stacy bill prohibiting the carriage of lighted
pipes, cigars or cigarettes on closed passenger cars of street
railway^. The bill specifies that it shall be the duty of the
conductor to call the act to the attention of observed viola-
tors, and provides a fine of $10 maximum for refusal to obey
the statute. Special cars or compartments provided for
smoking are exempted. Mr. Wood said that the presence of
the bill on the statute books would be a strong deterrent
against an evil which cannot be dealt with effectively at
present. R. H. Holt, for the Boston Elevated Railway, also
favored the bill.

Conference on Service in Toledo. — At a conference be-
tween a special committee of the City Council of Toledo.
Ohio, and F. R. Coates, president of the Toledo Railways &
Light Company, on Feb. 7, Mr. Coates told the city officials
that the only way to prevent congestion and crowded cars
was for the city to grant a new franchise or order the com-
pany not to accept 3-cent fares during the rush hours
morning and evening. He assured them that the company
could not secure money on a day-to-day franchise to pur-
chase additional cars and that if an order were placed now
for cars, deliveries could not be made until Jan. 1, 1917.
The company desired to make improvements and grant an
advance in wages to the men, but new construction could
not be financed on a satisfactory basis with the franchise
unsettled, and the receipts under the present fare did not
justify an advance to the men.

Personal Mention

Mr. C. S. Reed, auditor of the Durham (N. C.) Traction
Company, has been elected secretary of the company to
succeed Mr. J. Martin Umstead.

Mr. G. A. Richardson, heretofore superintendent of rail-
way of the Puget Sound Traction, Light & Power Company,
Seattle, Wash., has had his title changed to general su-
perintendent of the railway department.

Mr. B. F. Boynton, claim agent of the Portland Railway,
Light & Power Company, Portland, Ore., has been elected
president of the Pacific Claim Agents' Index Bureau, which
hereafter will be located permanently in Portland.

Mr. E. C. Johnston, formerly assistant purchasing agent
of the Columbus Railway, Power & Light Company, Colum-
bus, Ohio, has been appointed purchasing agent of the East
St. Louis & Suburban Railway, East St. Louis, 111., and will
have charge of all storerooms.

Mr. Wilford Phillips, manager of the Winnipeg (Man.)
Electric Railway, has been granted six months' leave of ab-
sence owing to ill health. He is at present in Los Angeles,
Cal. Mr. Harry Hartwell is acting manager, as noted pre-
viously in the Electric Railway Journal.

Mr. John S. Bates has been appointed chief engineer of
the Fresno (Cal.) Interurban Railway. This company is
now having a 7-mile extension constructed between Barton
Vineyard and Kutner Colony, and is planning the construc-
tion of other extensions this summer of about 15 miles.

Mr. E. B. Atchley, formerly connected editorially with va-
rious Western newspapers, and recently special editorial
writer on the Kansas City Post, has been made head of the
new publicity department of the Kansas City (Mo.) Rail-
ways, in charge of publicity, advertising, safety-first work
and welfare.

Mr. D. B. Teagarden, who has resigned as chief dis-
patcher of the Los Angeles (Cal.) railway to accept a posi-
tion with the Bloch Uniform Company, Cleveland, Ohio, was
the guest of honor at a surprise banquet by more than 100
of his associates, at which he was presented a traveling
case.

Mr. R. L. Lindsey, general manager of the Durham
(N. C.) Traction Company, has in addition been elected
vice-president of the company, in which capacity he suc-
ceeds the late H. A. Foushee, Mr. Lindsey has been con-
nected with the Durham Traction Company for sixteen
years.

Mr. James W. Samuel, chief clerk in the office of Mr.
James Adkins, treasurer of the United Railways, St. Louis,
Mo., has been promoted to assistant secretary and treasurer
of the company. Mr. Samuel entered the employ of the com-
pany in 1895 and has been in the service continuously since
that time.

Mr. Van Horn Ely has been elected president of the Chi-
cago & Joliet Electric Railway, Joliet, 111., to succeed Mr.
J. J. Sullivan, Philadelphia. The Chicago & Joliet Electric
Railway is controlled by the American Railways, which re-
cently amalgamated with the National Properties Company,
of which Mr. Ely is president.

Mr. J. R. Blackhall, general manager of the Chicago &
Joliet Electric Railway, Joliet, 111., and president of the
Illinois Electric Railway Association, has been elected
president of the Illinois Valley Way Association, which con-
templates the construction of a hard road from Chicago to
Peoria through Joliet, Morris, Ottawa and LaSalle.

Mr. George P. James has resigned as chief civil engineer
of the Puget Sound Traction, Light & Power Company,
Seattle division. Owing to the transfer of all railway con-
struction work to the Stone & Webster Engineering Corpora-
tion and the necessary abandonment of practically all of the
civil engineering work heretofore carried on by the company,
the office of chief civil engineer has been abolished.

Mr. George S. Quinan has been appointed engineer of
the Puget Sound Traction, Light & Power Company, Seattle
division, in charge of the engineering department. Under

426

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 9

the head cf this new department will be grouped all engi-
neering- except that done by the Stone & Webster Engineer-
ing Corporation, and such minor engineering as may be
found impracticable to separate from the operation.

Mr. R. J. Higgins, city counselor of Kansas City, Kan.,
is to be chief counsel for the Kansas City (Mo.) Railways
in Kansas City, Kan. Mr. 0. L. Miller will continue as
associate counsel on the Kansas side. Mr. A. L. Berger,
who has been special attorney for the receivers in matters
pertaining to the Kansas side, will continue in that capacity.
Mr. Higgins has been city counselor on the Kansas side
since the adoption of commission government six years ago.
He is thirty-two years old and has practised law nine years.

Mr. S. P. Broome has resigned as assistant purchasing
agent of the East St. Louis & Suburban Railway, East
St. Louis, 111. Mr. Broome has been with the company for
eight years, first in charge of meters and arc lamps, then
as assistant to the master mechanic, then general store-
keeper, then assistant to one of the former general superin-
tendents, and for the last four years in charge of all pur-
chases as assistant purchasing agent under the general
superintendent. Mr. Broome has become connected with
the A. M. Byers Company, Pittsburgh, Pa., to introduce
their products into use with the steam railroads.

Mr. Henry M. Brinckerhoff has been appointed chief en-
gineer of the Chicago Traction & Subway Commission to
have charge of the investigation of traffic conditions in
Chicago to determine on a
plan for consolidated opera-
tion of elevated, surface,
and, possibly, subway sys-
tems for Chicago. Mr.
Brinckerhoff was graduated
in mechanical engineering
from the Stevens Institute
of Technology in the year
1890, and has been engaged
for a great part of his pro-
fessional career in electric
traction work. He was en-
gaged upon the original
electrification of the horse
car lines in Boston in 1890
and 1891, and in 1892 went
to Chicago as assistant en-
gineer for the intramural H. M. BRINCKERHOFF
railway at the World's Fair.

He was patentee of the third-rail system, devised and used
for the first time on that railroad, and since generally ap-
plied on the elevated railroads of the country and on many
interurban and steam railroad installations. During the
World's Fair he was in charge of the electrical operation of
the intramural railway and at the close of the fair was
appointed electrical engineer of the Metropolitan West Side
Elevated Railway, Chicago. As electrical engineer he de-
signed and installed the electrical equipment for this com-
pany, and in succeeding years took charge of the equipment
as superintendent of motive power, and later as assistant
general manager, becoming in 1898 general manager of this
company, in which capacity he remained until 1906. This was
the first permanent commercial operating third-rail system.
Mr. Brinckerhoff left railway work in Chicago to join the
firm of Barclay Parsons & Klapp, of which he is a partner.
During the past ten years, since leaving Chicago, he has
been engaged upon a considerable variety of consulting en-
gineer work with this firm, but has devoted a large part of
his attention to traction problems. In this period he has
investigated and reported upon many of the operating con-
ditions of the largest companies in this country and has
visited and studied the systems of Europe as well. The
most recent piece of work on city traffic done under Mr.
Brinckerhoff's immediate supervision and direction was the
report to the Street Railway Commission of Detroit by his
firm, which was retained to examine and report upon a plan
for relieving the congested conditions of the street railways
and to suggest a possible subway system. This report ap-
peared in March, 1915, and was summarized in the Electric
Railway Journal of April 3, 1915, page 664. Mr. Brincker-
hoff has established headquarters in the Home Insurance
Building, Chicago.

Mr. H. L. Brownell, whose work as safety expert of the
Chicago (111.) Surface Lines has been mentioned frequently
in these columns, has resigned from that position to become

a public safety engineer, in
which capacity he will give
safety lectures and organ-
ize safety campaigns for
electric railways. Mr.
Brownell was born in Sara-
toga County, N. Y., in 1865.
He began electric railway
work as a gripman with the
Denver (Col.) Tramway
Company in 1888 and left
that company in 1893 to be-
come a conductor on the
Chicago City Railway. Lat-
er he entered the law and
claim department of the
Chicago City Railway under
Mr. Mason B. Starring, then
H. L. brownell general counsel. From 1900

until 1909 he was not in
railway work, but at the end of that time he accepted a posi-
tion with the law department of the Boston (Mass.) Ele-
vated Railway. In 1910 Mr. Brownell took charge of the
claim clerk system of the Chicago Railways. Two years
later he was relieved of that position in order to organize
and conduct the safety bureau for the railway company.
While at the head of this bureau Mr. Brownell supervised
the taking of a number of safety moving-picture films which
he has since shown more than 800 times in connection with
lectures in Chicago and thirty other cities in the country.
In 1913 he assisted the coroner of Cook County to organize a
public safety commission and took an important part in the
work of the Citizens' Traffic & Safety Commission, a body
appointed by the Chicago City Council. Mr. Brownell is also
identified with the Safety First Federation of America and
the National Safety Council.

OBITUARY

G. J. A. Paul, manager of railways of the Mahoning &
Shenango Railway & Light Company, died at his home in
Youngstown, Ohio, on Feb. 19. Mr. Paul had been ill since
December with heart trouble.

Alexander McRae, formerly superintendent of the
Lowell, Lawrence & Haverhill Street Railway and of late
connected with the Massachusetts Northeastern Street Rail-
way, Haverhill, Mass., is dead.

James B. Robinson, consulting engineer, who was con-
nected with the Southern Pacific Company for many years
and later with the Northern Pacific Company, died at Port-
land, Ore., on Feb. 12. Mr. Robinson built the Butte County
Railroad between Chico, Cal., and Stirling City, and also the
present street railway in Chico.

Thomas C. Penington, who was secretary and treasurer
of the American Street Railway Association from 1895 to
the time of its reorganization in 1905, died at his home in
Chicago, 111., on Feb. 19. Mr. Penington succeeded William
J. Richardson as secretary of the association. Up to the
time of the reorganization in 1905, the office of secretary
and treasurer of the association was filled by a man who
was also active in railway work, and while he held office
with the association Mr. Penington was also secretary and
treasurer of the Chicago City Railway, with which he was
connected altogether for about twenty-five years. In 1906,
with a change in management of the Chicago City Railway,
Mr. Penington retired from that company and since that
time has engaged in general business in Chicago. Although
not actively engaged in railway work Mr. Penington at-
tended several conventions since 1905, the last one being
that in Chicago in 1912. Mr. Penington was as large in
heart as he was in frame, and although the duties of secre-
tary and treasurer of the association in those early days
were not arduous he performed them ably and thoroughly,
and it was largely through his personal popularity and the
energy which he put into his work as secretary that the
association made the progress which it did between 1895
and 1905.

February 26, 1916] ELECTRIC RAILWAY JOURNAL

427

Construction News

Construction News Notes are classified under each head-
ing alphabetically by States.

An asterisk (*) indicates a project not previously
reported.

FRANCHISES

East San Diego, Cal. — Application has been made to the
Council of East San Diego for a franchise to construct and
operate an electric railway for a period ending Sept. 1, 1952.
Bids will be received until March 6 for the proposed fran-
chise.

Naugatuck, Conn. — The Connecticut Company has asked
the Council for a franchise to double track its line on North
Main Street, Naugatuck, from a point in the vicinity of
Maple Street to Weber's Switch in Union City.

Newport, Ky. — Officials of the South Covington & Cin-
cinnati Street Railway and the Union Light, Heat & Power
Company met with the City Commissioners on Feb. 14 to
discuss proposed new franchises. The company officials
stated that they could pay no rent for the use of the streets,
but that if franchises are granted both companies, a first-
class street railway service will be given and a superior
light system will be installed. The ownership of the com-
nanies is almost identical.

Buffalo, N. Y. — The Public Service Commission for the
Second District of New York has approved the franchise
granted by the city to the International Railway for tracks
in Bailey Avenue, Buffalo, between Kensington Avenue and
East Delevan Avenue and between East Ferry Street and
Seneca Street. These tracks will complete the Internation-
al's trackage in Bailey Avenue, and the order of the com-
mission recites the need of the service to be supplied to the
rapidly growing section near the city line and the transfer
facilities which will be afforded with the various other lines
of the company crossing Bailey Avenue. The new fran-
chises from the city include lines provided for but never
built, in franchises granted many years ago to the Buffalo
Traction Company, which old franchises were taken over by
the International Railway at the time of the consolidation.

Terrell, Tex. — The City Commission of Terrell has ex-
tended the limit of the franchise granted Stone & Webster
for use of certain streets in Terrell until April 20, 1917, in
which to begin construction of the Dallas-Terrell Interurban
Railway.

TRACK AND ROADWAY

Pacific Electric Company, Los Angeles, Cal. — At a recent
meeting of the Thomas Jefferson Club plans were discussed
for a new short line transportation service between Pasa-
dena and Los Angeles and will be presented to the Pacific
Electric Company for its consideration. It is proposed to
extend the North Loop track from its present terminus at
East Orange Grove and Allen Avenues, Pasadena, to connect
with the Sirra Madre line to Los Angeles.

Martinez & Concord Interurban Railway, Martinez, Cal. —
The routeing of this company's proposed line has been
changed by the city trustees of Martinez so that cars will
operate along Main Street instead of Estobar Street. The
company made an application to the Board of Supervisors
for a franchise to construct its line along the county road.
The franchise was not granted, but will be further consid-
ered at a special meeting. [Feb. 12, '16.]

Lordship Park Association, Bridgeport, Conn. — Plans are
now being made by this company for direct trolley service to
Lordship Park from the center of the city. It is expected
that the Public Utilities Commission of Connecticut will
soon grant a petition to permit the operation of the Lord-
ship Park Association's cars over the Connecticut Company's
tracks from Hollister and Stratford Avenues down Strat-
ford Avenue to Main and Fairfield Streets, thence around
the loop of Main, Golden Hill and Water Streets and return
to Lordship Park, where the tracks will be extended to the
Casino. The present terminus of the Lordship Park Associ-

ation is at Hollister and Stratford Avenues. If permission
is granted and suitable trackage terms are made with the
Connecticut Company through service will probably begin
June 1.

Miami (Fla.) Traction Company. — This company has re-
ceived an amendment to its charter permitting it to build
a street railway system covering approximately 350 miles
and extending from West Palm Beach to Cape Sable, to
Miami Beach and across the State to Tampa. Through this
amendment the company is authorized to do business in
the counties of Dade, Broward, Palm Beach, Lee, DeSoto,
Polk, Manatee, Hillsboro and Monroe.

Covington & Oxford Street Railway, Covington, Ga. —

Work has been begun by this company preparing its line for
electric railway service, heavier rails being used. Horse-
cars are being used at present on the line.

Kankakee & Urbana Traction Company, Urbana, 111. —

The bridge which this company purchased last fall from the
Central States Bridge Company of Indianapolis has arrived
and has been hauled to the site of its installation. With
favorable weather, cars will be running from Urbana to
Paxton within two months.

Indianapolis & Cincinnati Traction Company, Indianapolis,

Ind. — There is indication that this company's line, which at
present operates only as far as Rushville will be extended
62 miles to Cincinnati, within a short time. The city of
Cincinnati in April will vote on a proposed $6,000,000 bond
issue for the construction of a 15-mile terminal loop. The
Cincinnati rapid transit commission has recommended a
certain routeing. The Indianapolis & Cincinnati Traction
Company is very desirous of extending its line and has ac-
quired the Cincinnati & Westwood Railroad, a suburban
line, which will be used as a connecting link.

Fort Scott, Kan. — L. A. Wells Construction Company, 34
Wade Building, Cleveland, Ohio, will receive figures on ap-
proximately 250,000 cu. yd. of grading for the construction
of an electric railway from Fort Scott to Mulberry, work to
be begun as soon as the weather will permit. The company
is also in the market for steel rails and connections, ties,
poles, trolleys and high-tension wires, special work, copper
bonds, cars and electrical apparatus for power house and
substation. The desire of this company to receive bids for
this material was referred to on page 376 of the Electric
Railway Journal for Feb. 19.

Wichita Railroad & Light Company, Wichita, Kan. —

Plans are being made by this company to construct a bridge
over the Arkansas River at Douglas Avenue to cost about
$50,000.

*Boston, Mass. — A petition has been presented to the
City Council for a new car line and wider traffic artery
to extend from Franklin Park near Egleston Square to
the Jamaicaway. The matter was referred by the Council
to the Board of Street Commissioners for a report on the
need and practicability of the proposition, as well as an
estimate of the probable cost.

Detroit (Mich.) United Railway. — This company plans to
build 18 miles of extensions to the Detroit city lines, and will
double track approximately 9 miles of its interurban lines at
points on the different divisions of its system. This double
tracking will consist largely of lengthening existing sidings
so that they will form a part of an ultimate double tracking
for an entire division.

Kansas City & Tiffany Springs Railway, Kansas City, Mo.

— It is reported that a contract has been awarded to Willard
E. Winner for the construction of this company's proposed
line from Kansas City to Tiffany Springs, 15 miles. H. G.
Pert, president. [Jan. 29, '16.]

Metropolitan Street Railway, Kansas City, Mo. — This
company's tracks on Swope Parkway will be reconstructed
from Forty-ninth Street to Swope Park. There will be a
26-ft. roadway on each side, with 40 ft. on the east and west
sides for sidewalks and parking. The tracks will be paved
with bituminous macadam.

United Railways, St. Louis, Mo. — A committee of five
has been appointed by President Haller of the Board of
Aldermen to confer with officials of the United Railways re-

428

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 9

garding a car line from the proposed North Market Street
docks to Suburban Park. The route for the proposed line
is from the North Market Street docks to Broadway, north
to St. Louis Avenue, west to Belt Avenue, to Maffitt Avenue
and out to Suburban Park.

Butte (Mont.) Electric Railway. — A report from this
company states that material has been ordered for the con-
struction of about 1 mile of track through Wilson Park Ad-
dition and the double-tracking of 2 miles on its Englewood
line.

Albany Southern Railroad, Albany, N. Y. — It is reported
that plans are being considered by this company to extend
its road to the Massachusetts State line, there to connect
with an extension that it is proposed to have the Berkshire
Street Railway make. The Albany Southern Railroad is
negotiating to procure an extension of its road to the Rut-
land Railroad and use a part of that road to carry out its
plan of operating to Pittsfield. It is said that part of the
Chatham division of the Rutland Railroad would be electri-
fied between Brainard Station and Lebanon Springs.

New York Municipal Railway, Brooklyn, N. Y. — The Pub-
lic Service Commission for the First District of New York
has denied the application of the Newman & Carey Subway
Construction Company, Inc., for permission to prosecute
work on Section No. 1 of Route No. 29, the Nostrand Ave-
nue subway in Brooklyn, by the open cut method on the east
side of Nostrand Avenue between Malbone Street and Lef-
ferts Avenue. The contract allows open trench work in
certain parts of Nostrand Avenue, but not in the section
mentioned between Malbone Street and Lefferts Avenue.

Interborough Rapid Transit Company, New York City. —
Upon the report of Alfred Craven, chief engineer, the Public
Service Commission for the First District of New York has
declared a part of the Queensboro subway extension ready
for operation, and has authorized the Interborough Rapid
Transit Company to begin the early operation of the line.
The portion declared ready for operation extends from
the Jackson Avenue station to the Hunters Point Avenue
station. The opening of this extension will have an im-
portant effect upon operation, as the Long Island Rail-
road has a station at Hunters Point Avenue adjoining the
new subway station, and it will be possible for commuters
using the Long Island Railroad to get off at Hunters Point
Avenue and take the new subway into Manhattan. Opera-
tion of the Queensboro subway, formerly called the Stein-
way Tunnel, now extends from the station in Manhattan,
located under Forty-second Street between Lexington and
Third Avenues, under Forty-second Street, the East River
and to Jackson and Van Alst Avenues, Long Island City.
An extension of the line is under construction from that
point through Davis Street and Ely Avenue to the Queens-
boro Bridge, where it will connect with the new rapid transit
lines running to Astoria and to Corona.

Durham (N. C.) Traction Company. — At the annual meet-
ing of the stockholders of this company it was decided to
expend $100,000 for improvements to its system during
this year.

Northern Ohio Traction & Light Company, Akron, Ohio. —

During the coming spring this company plans a complete re-
newal of its tracks in Market Avenue, Canton, from Sixth
Street North to Sixth Street South.

Cleveland & Sharon Rapid Transit Company, Cleveland,
Ohio. — This company has applied to the Public Utilities
Commission of Ohio for permission to sell $195,000 worth
of bonds and $75,000 worth of stock for constructing an
electric railway between Middlefield and Lockwood, 12 miles.
The cost is estimated at $261,000. Extensions to the north
and south are planned. C. A. Black, president, and C. H.
Felton, secretary. [Aug. 7, '15.]

Toledo, Bowling Green & Southern Traction Company,
Findlay, Ohio. — In addition to other improvements to be
made during the spring, this company will go over its en-
tire roadbed between Findlay and Toledo and place it in the
best possible condition, removing all the old ties and replac-
ing the worn rails.

Morrisburg & Ottawa Electric Railway, Ottawa, Ont. —
It is reported that work will be begun next May on the
construction of this company's line from Morrisburg to
Ottawa. J. G. Kilt, Ottawa, president.

Toronto, Ont. — The hydro-radial by-laws have been passed
by the ratepayers of Toronto and Etobicoke Townships. A
hydro-radial by-law will be resubmitted to the electors of
Blanchard Township on March 13. This by-law was defeated
last January.

Toronto, Barrie & Orillia Electric Railway, Toronto, Ont.

— The application of the Toronto, Barrie & Orillia Railway
to be allowed to proceed with the construction of its pro-
posed line was heard by the Cabinet Council of the Ontario
government on Feb. 17. The company received authority
some years ago to build the line and last year an applica-
tion was made for a five-year extension of time which was
granted on the condition that it would not come in force
until a proclamation had been made by the Lieutenant-
Governor. It was then agreed by the company that the
gage and construction of the line be approved by the Hydro-
Electric Power Commission and that the commission would
have the right to acquire the line at any time at the actual
cost thereof. On Feb. 17 the company, through its solici-
tors, asked that the act now be proclaimed by the Lieu-
tenant-Governor, claiming to have already spent $55,000
in preliminary work and in grading, and to be allowed to
proceed with the construction of the road. [Dec. 11, '15.]

Southern Pacific Company, Portland, Ore. — It is reported
that this company will begin work this spring on the con-
struction of the Holgate Street steel viaduct. It is estimated
that the cost will be about $30,000.

* Lancaster, Pa. — It is reported that surveys have been be-
gun for an electric railway between Lancaster and Holt-
wood. Construction will begin this spring.

Pittsburgh, Harmony, Butler & Newcastle Railway, Pitts-
burgh, Pa. — Two routes across eastern Ohio territory are
being sought by engineers of this company. One route
would cross the State line into Columbiana County and, af-
ter touching East Palestine and New Waterford, connect
with the Youngstown & Southern Railway at Columbiana.
The other would pass through the county further south and
form a connection with the Youngstown & Ohio River Rail-
road at Lisbon. The main line of this road lies between
Pittsburgh and Newcastle.

Reading (Pa.) Transit Company. — This company has
signed a contract with the Counties Gas & Electric Com-
pany, Morristown, to supply the electric power for operating
its cars, commencing May 1, 1916. At present power is
transmitted from stations in Collegeville and Shawmont,
Pa. These two plants will be discontinued.

Cleburne (Tex.) Traction Company. — Work has been
begun by this company rehabilitating its line in Cleburne.

Corpus Christi Railway & Light Company, Corpus Christi,
Tex. — This company reports that it plans to construct about
V2 mile of permanent track.

*Huntsville, Tex. — Plans for an interurban railway from
Huntsville to Brenham are being formulated by the Hunts-
ville Business League through its president, S. S. Felder.

Ogden, Logan & Idaho Railway, Ogden, Utah. — It is re-
ported that this company is contemplating the extension of
its line from Preston north through Pocatello, Blackfoot,
Idaho Falls and into Yellowstone Park.

Chester & City Point Railway, Chester, Va. — The contract
for the construction of this company's line from Chester
to City Point and Hopewell has been awarded to the
Vaughan Construction Company, Inc., of Roanoke. A 60-ft.
drawbridge will be constructed across the Appomattox River
in connection with the construction of the line. H. D. Eich-
elberger, Chester, president. [Sept. 18, '15.]

Petersburg & Appomattox Electric Railway, Petersburg,
Va. — It is reported that this company has begun the ex-
tension of its line from Hopewell to City Point, about 1
mile. T. M. Wortham, Richmond, president.

Virginia Railway & Power Company, Richmond, Va. —

This company will construct a bridge across the Appomat-
tox River to replace the present structure.

Seattle Municipal Street Railway, Seattle, Wash. — The

city utilities committee of the Council has recommended
the operation of cars on Division "A" of the municipal line
from Pine Street over Fourth Avenue to Jefferson Street,
instead of to Second Avenue and Washington Street, pre-

February 26, 1916] ELECTRIC RAILWAY JOURNAL

429

viously proposed. The city utilities committee recommends
the change in routeing to be made because of the refusal
of the receivers of the Seattle, Renton & Southern line,
from whom common user rights will be obtained, to con-
struct crossovers for cars of the municipal line. It is
stated by operating to Jefferson Street only the existing
turning wye will be used.

Spokane (Wash.) Traction Company. — Residents of the
northeast section of Spokane have asked the Spokane Trac-
tion Company to build an extension on Madelia Street from
Boone Avenue to Broadway. Plans are now under con-
sideration by the company.

Monongahela Valley Traction Company, Fairmont, W.
Va. — Plans are being made by this company to construct a
4-mile loop in East Side, Fairmont. It is reported that work
on a new interurban trolley line from the mouth of Lime-
stone Creek to Wilsonburg will be begun at once by this
company and that when it is completed Wilsonburg cars
will be operated by way of the Clarksburg-Fairmont line
and the Adamston-Wilsonburg one abandoned.

SHOPS AND BUILDINGS

Detroit (Mich.) United Railway. — This company has
contracted for the steel for its new erecting and wood-
working shop at Highland Park. This is the third building
in the general repair shop group, two of which have been
constructed. The new building will be 238 ft. x 287% ft.
and a part of it will be two stories high. The same type
of construction will be followed as was employed in the
machine shop described on page 1314 of the Electric Rail-
way Journal for June 13, 1914. This structure was built
with a steel frame, brick curtain walls, metal sashes and
concrete floors and roof.

Interborough Rapid Transit Company, New York, N. Y. —
The Public Service Commission for the First District of New
York is advertising for bids, to be opened March 9 at 12.15
p. m., for the completion of construction of station finish at
the Hunters Point Avenue station on the Queensboro sub-
way in Queens. The Interborough Rapid Transit Company
is now operating trains through the Queensboro subway
(Steinway Tunnel) as far as this station, but the finish work
upon it has not been completed.

Monongahela Valley Traction Company, Fairmont, W.
Va. — Bids will be opened by this company about April 1 for
the construction of a passenger and express station at
Fourth Street, Clarksburg. The structure will be 70 ft. x
80 ft., three stories high, and will be of reinforced concrete
and brick construction. The estimated cost is about $50,000.

POWER HOUSES AND SUBSTATIONS

Shore Line Electric Railway, Norwich, Conn. — Work has
been begun by this company on the construction of a new
power house to supply power for the company's line between
New London and Norwich.

Rome Railway & Light Company, Rome, Ga. — This com-
pany has recently completed the erection of a 2300-volt
transmission line to various parts of the city and suburbs.

Bloomington & Normal Railway & Light Company,
Bloomington, 111. — The Public Utilities Commission of Illi-
nois has approved this company's application to extend a
transmission line from Chenoa to Lexington.

Kankakee & Urbana Traction Company, Urbana, 111. — •
This company is erecting a switch and transformer tower
at Paxton, to be used in connection with the purchase of
power from the Paxton plant of the Central Illinois Utili-
ties Company. No substation will be built by the company
in Paxton. As soon as the present construction work is
completed into Paxton the Kankakee & Urbana Traction
Company will feed current into the north end of its line,
which is purchased from the Central Illinois Utilities Com-
pany, in addition to the power which it is now receiving
from the Illinois Traction System at Urbana.

Iowa Railway & Light Company, Cedar Rapids, Iowa. —
Plans are being made by this company to extend its trans-
mission line from Vinton to Shellsburg and to Reinbeck.

Mahoning & Shenango Railway & Light Company,
Youngstown, Ohio. — This company will construct a high-
tension power line to connect its plant at Lowellville, Ohio,
with the plant at Ellwood City, Pa.

Manufactures and Supplies

ROLLING STOCK
Alabama City, Gadsden & Attalla Railway, Gadsden, Ala.,

has purchased a large steel car.

Toronto (Ont.) Civic Railway will receive until March 14
bids on one single-truck double-end city car for its Bloor
Street division.

Evanston (111.) Railway has purchased three double-truck,
fully-inclosed, semi-steel city cars from the St. Louis Car
Company. These cars will be equipped with Westinghouse
534-Y3 motors.

Waterbury & Milldale Tramway, Waterbury, Conn., has

ordered two semi-convertible double-truck cars from the
Wason Manufacturing Company, with a seating capacity
for forty-four passengers.

Toledo, Bowling Green & Southern Traction Company,
Findlay, Ohio, has ordered two steel, 55-ft. freight cars for
the Toledo-Findlay division. A larger car will be placed
in operation between Findlay and Mortimer.

Detroit (Mich.) United Railways has ordered fifty more
trail cars, of the same type as those recently ordered from
the G. C. Kuhlman Car Company. The railway company
has also ordered twenty-four interurban passenger cars.

Chambersburg, Greencastle & Waynesboro Street Rail-
way, Waynesboro, Pa., expects probably to purchase three
double-truck closed cars and a number of open double-truck
and single-truck cars to replace those destroyed in its recent
carhouse fire.

La Crosse (Wis.) City Railway has purchased seven
double-truck, fully-inclosed, semi-steel city cars from the
St. Louis Car Company. These will be equipped with West-
inghouse 534-Y3 motors and St. Louis trucks. C. F. Speed,
general manager Evanston (111.) Railway, will supervise the
construction of these cars.

Wisconsin Railway, Light & Power Company, Winona,
Minn., has purchased four single-truck, 31-ft. body, semi-
steel cars from the St. Louis Car Company. These will be
equipped with General Electric motors and control. C. F.
Speed, general manager of the Evanston (111.) Railway, will
supervise the construction of this equipment.

Northern Ohio Traction & Light Company, Akron, Ohio,
noted in the Electric Railway Journal of Jan. 22 as
having ordered fifteen all-steel city and ten semi-steel inter-
urban cars from the St. Louis Car Company, has specified
the following details for this equipment:

City Cars Interurban Cars

Seating capacity 56

Weight of car body only.. 16 tons 13 tons

Length of body 42 ft.

Length over vestibule 53 ft

Width over sills.. 8 ft. 8 ft. 6 in

Width over all 8 ft. 6 in. 8 ft. 8 in

Height, rail to sill 36 in. 41% in.

Body Semi-steel All "steel

Interior trim Mahogany Steel

Headlining Agasote Agasote

Roof Arched Monitor deck

Airbrakes West. West.

Axles Carnegie Carnegie

Car trimmings Dayton

Control Type K (5. E. Tvpe M. '

Couplers Tomlinson Tomlinson

Curtain fixtures Acme Cur. Sup. Co.

Curtain material Pantasote Pantasote

Destination signs Elec. Ser. Sup. Co. Ry. design

Pareboxes Cleveland Cleveland

Gears and pinions Tool steel Tool steel

Gongs Dedenda Dedenda

Hand brakes Peacock Peacock

Headlights Crouse-Hinds Crouse-Hinds

Journal boxes Symington Svmington

Motors 4-West.-307, out- GE-240, inside

side hung hung

Paint Sherwin-Williams Sherwin-Williams

Seats St. Louis, rattan H. & K. plush and

leather

Trolley base O. B. O. B.

Trucks Brill 27 PE 1 Brill 27 MCB 2

Ventilators Scullin Automatic

TRADE NOTE

Elwell Trolley Frog Company, Los Angeles, Cal., reports
that the Pacific Electric Railway, Los Angeles, Cal., has

430

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 9

more than 1500 high-speed Elwell trolley frogs in service,
and during the past five years fewer than ten have required
renewal. This type of frog was described in the issue of the
Electric Railway Journal for Feb. 19, page 374.

ADVERTISING LITERATURE

Carlisle & Company, New York, N. Y., have issued a
booklet entitled "Tungsten, Its Properties and Uses."
Railway Storage Battery Car Company, New York City,

has issued a catalog which contains operating data showing
the low cost of operation on a number of railways which
are using self-propelled passenger cars equipped with the
Edison non-acid storage battery for motive power.

Thew Automatic Shovel Company, Lorain, Ohio, has
issued a number of circulars describing its automatic
shovels. One bulletin is devoted in particular to electric
railway shovels. It describes the advantages and operating
principles of electric shovels and contains data of their
performance.

Sherwin-Williams Company, Cleveland, Ohio, has issued
a catalog which contains useful samples of its various types
of Old Dutch railway enamel shades, generally used for car
painting. The catalog also contains helpful instructions for
the application of its railway enamel with regard to new or
burned off work, or for old work, or reshopping.

National Tube Company, Pittsburgh, Pa., has issued a
seventy-two page booklet, printed in three colors, which em-
braces a list of the "Kewanee" specialties manufactured by
this company. The bulletin contains a complete list of these
specialties and shows instances of their satisfactory use.
It also gives a list of the various types of literature issued
by this company and descriptive of its different products.

Western Electric Company, New York, N. Y., has issued
the sixth edition of its complete little handbook "How to
Figure Illumination." This booklet lists complete tables and
full illuminating data and illustrates and describes with
complete characteristics all the various sizes and styles of
"Sunbeam" Mazda lamps. The information contained in
this booklet, together with curves and illustrative matter,
is sufficiently complete to enable one to lay out any illumi-
nation plan.

Whiting Foundry Equipment Company, Harvey, 111., has

issued a catalog describing and illustrating its cupola for
melting scrap iron, such as car wheels, cast-iron rail joints,
etc. One of the chief advantages claimed for this cupola
is that of fuel economy, resulting from a diffused blast ar-
rangement. Softened blast tuyeres are used. The air, in-
troduced in large volume at a moderate pressure, enters
around the entire inner circumference of the cupola, and
thus effects a large saving in fuel. Owing to the unequal
distribution of the blast the uneven burning of the coke
is avoided, and a softer, smoother texture of iron, desirable
for machine castings is produced. Quick melting is another
feature of this cupola construction. This company has also
issued Catalog No. 119, describing its air hoists.

Bureau of Labor, Government of Porto Rico, San Juan,
P. R., has issued a circular letter for merchants in the
United States interested in the South American trade,
which announces that this bureau has enrolled on its lists
a great number of young men qualified as stenographers,
bookkeepers, translators, salesmen, etc., who speak both
English and Spanish and are equipped by their training in
American high schools, and also in other private schools of
commerce, to render an efficient service in these lines. The
circular urges American merchants to start a vigorous cam-
paign in Latin America by printing not only their corre-
spondence, but catalogs, advertising, etc., in Spanish and
Portuguese, and by selecting from the Portuguese and
Spanish-American people a reliable, capable and intelligent
personnel, which possess a thorough knowledge of business
methods of both the United States and Latin America.

Auger Bit Company, Lebanon, N. H., has issued a catalog
and sheet describing the Caldwell high-speed "Z" twist
auger bit, useful for linemen and in repair shops. The twist
«n this auger bit is strong, as the edges are made to carry
the strain. The center is light to allow chip passage. The
screw is coarse and made double, giving double speed. The
construction of the twist keeps the chip constantly close

to the center and away from the edges. In this way the
chip passes out in an orderly manner without crowding and
choking. The side lips insure a smooth hole. A rib is pro-
vided in the inner edge of the twist so that one corner
of the chip, which usually travels in half sections, is kept
from coming in contact with the wall of the hole. The
other edge of the chip rests on the inclined plane, which
acts directly against the chip as a conveyor. Were it not
for the provision of the rib, one end of the chip would
strike the wall of the hole, become retarded in its progrss
and prevent the passage of the following chips, creating ex-
cessive heat.

D. & W. Fuse Company, Providence, R. I., has issued a
41/4-in. x 7-in. booklet which shows that the company is
fully alive to the needs for high-grade fireproof wiring.
The modern developments described and accompanied, where
necessary, by a wire table, are as follows: Round magnet
wire; flat and square magnet wire; stove wire for wiring
of electric stoves and ovens and in boiler rooms or other
places where excessive moisture is not present; stranded
conductor fixture wire, an asbestos wire superior to rubber
for high temperatures, as in car fixtures; stranded con-
ductor fixture wire with silk covering for exposed work;
stranded conductor heater cord with rubber insulation; solid
conductor switchboard wire; stranded conductor moving
picture machine cable, available for railway controllers,
searchlights and other high temperature conditions; stranded
conductor duplex cable, also for the last mentioned purposes;
solid conductor lead-sheathed cable for salt moisture condi-
tions especially. The booklet also contains a supplement on
Deltatape, Delta sheeting, Delta insulating varnish and
Delta plastic compound and a price list of Deltabeston
magnet wire.

Alexander Milburn Company, Baltimore, Md., has issued a
catalog describing and illustrating its portable acetylene
light. One of these types, especially adapted for use by
emergency and line crews of electric railways, burns with a
strong flame, concentrated by a deep 10-in. polished alumi-
num reflector, to give 4000 cp. and throw light 500 ft. Two
swing joints on the burner pipe permit this light to be di-
rected instantly at any angle without tipping the lamp. The
flame may be regulated by a cock and is kept smokeless by
an air-mixing reflector holder. A letter reproduced in the
catalog reports satisfactory service from these lights on the
Hudson Valley Railway, Glens Falls, N. Y., where they are
used mostly for repair work on high-tension lines. In locat-
ing trouble the patrolman carries the light as he patrols the
line. When making repairs this company uses two lights,
setting them on the ground about 75 ft. on either side of the
work. This gives ample light to work on top of the highest
pole, practically as well as in broad daylight.

NEW PUBLICATION

Railway Regulation. By I. Leo Sharfman. La Salle Ex-
tension University, Chicago. 230 pages. Limp leather,
$2, postpaid.

This book is a very readable digest of the leading prob-
lems in railway economics from the point of view of govern-
ment regulation in the United States. While the author
has confined his attention to the steam railroad aspects of
regulation, most of the bigger principles discussed are
equally applicable to electric railways. Mr. Sharfman's
discussion of valuation is simply a summary of existing
theories, with the statement that the present steam railroad
valuation will doubtless result in a substantial contribution
to the proper solution of the many railroad valuation prob-
lems. It is interesting to note that in the matter of state
versus federal regulation for steam railroads, the author
believes that the prevailing national character of American
commerce and industry obviously necessitates a single uni-
fied control in the hands of the federal government, and that
it is not unlikely that the chief future uses of the state
commissions will be found in connection with the local
utilities, for whose control such bodies are tending to domi-
nate, if not to replace entirely, municipal regulatory bodies.
The book as a whole is particularly designed to be useful
to railroad men and shippers, but it should also appeal to
anyone desiring a general resume of the relations between
government and transportation.

Published by the McGraw Publishing Company, Inc.
Consolidation of Street Railway Journal, and Electric Railway Review

Vol. XL VII

COST OF The municipalities which are find-

SUPPLIES ing that electric railway com-

INCREASING parries are not increasing their

service with the growth of traffic should hesitate be-
fore holding the companies at fault. The jitney of last
year inflicted a double injury on the companies. It not
only cut down their gross receipts during the spring,
summer and early fall, but in so doing it discouraged
the purchase of new equipment when prices were low.
Now that the jitney seems to be passing as a factor in
city transportation, the railway companies find that
the demand in the munitions field has not only caused
an increase in the cost of most railway supplies, but it
has made them difficult to obtain at any price. We
have published several articles on this situation as re-
gards the cost of new cars. In the Financial and Cor-
porate department of this issue we are publishing some
other data obtained from several purchasing agents
which show an equally marked increase for general rail-
way supplies. For this condition the manufacturers
are not to blame. Their predicament is about the same
as that of the railway companies because of the higher
cost of their raw materials. We are not prophets and
cannot say how long this condition will continue. The
subject deserves the most careful study, however, as
well as full publicity, so that the public will understand
the new burdens in the way of cost which have been
put on utility operation.

ELECTRIC ENGINES The coincidence of publication in
IN SWITCHING this issue of two brief articles on
SERVICE electric locomotives in switching

service on widely separated railroads gives occasion for
comment on the fact that yard work seems to offer in
many cases a much more attractive field for electricity
than main-line operation. This is mainly due to the
peculiar character of the motive power that is re-
quired. Primarily, a switch engine is a machine re-
quiring neither great speed nor energy output, but in
their place it must have in the highest degree an ability
to give rapid acceleration to loads of varying character.
To meet this requirement the steam switch engine is
invariably under-boilered and under-cylindered, the
former because but little steam is needed and the latter
because there must be no tendency to start slipping, a
time-losing and therefore costly occurrence. Tractive
effort is of vital importance. This is the feature that
gives the electric switching locomotive its greatest ad-
vantage. The steam machine is usually designed to
exert a maximum effort of not more than 20 per cent of
the weight on drivers; the electric machine 25 per cent,
giving the latter a pulling power nearly one and one-

No. 10

quarter times as great as the former under maximum
loads. With the lighter loads which really constitute
the bulk of switching work this increased tractive effort
per ton of locomotive weight appears as increased accel-
eration. With one or two cars, for example, more effort
is expended in accelerating the locomotive than in
getting its load up to speed, and this, in part, accounts
for the experience on the New Haven — the one rail-
road that has electrified really large yards. Here the
thorough success that has been registered by electric
switching is credited to the greater "smartness" of the
electric locomotive, which has been estimated to give it
an increase in daily capacity of some 60 per cent.

COMPANY The American Electric Railway

SECTION Association company section just

NO. 9 organized by the Cumberland

County Power & Light Company begins its work under
unusually favorable circumstances. The property is of
moderate size, and a very democratic spirit prevails
among the employees. The management insisted that
if a section was organized it must be an employees'
organization. At first a certain skepticism was mani-
fested by some of the men as to the benefits which
would come to them from its activities. This was dis-
pelled after the purposes and plans had been explained
and the work of other sections had been described. It
is evident from the start that the transportation de-
partment is to play an important part in the section
work, as indeed it should do in that of all sections by
virtue of the proportionately large number of employees
in this department. But in the older sections, formed in
the days of the $5 membership fee, the proportion of
platform men in the original membership was neces-
sarily smaller than in the new section. In Portland a
conductor was the temporary chairman chosen by rep-
resentatives of the several divisions of the transporta-
tion department. The first president, although now
track superintendent, was formerly a conductor; the
vice-president is a conductor, while one director is a
motorman and another is a conductor. This situation
in regard to section leadership is characteristic of a
change which must come over the older sections as their
membership grows under the stimulus of the lower dues.
The rank and file of the sections will be platform men.
These are "the company" to the mass of patrons of the
railway, and the thoughtful ones among them wish fitly
to represent the company to the public. The company
section affords an excellent training ground for this
purpose. Future section programs and activities must
be planned largely for the platform men, and the or-
ganization plan of Section No. 9 is conducive to this end.

NEW YORK SATURDAY, MARCH 4, 1916

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ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 10

ONE-MAN CAR Elsewhere in this issue is pub-

IN LARGE lished a series of statements cov-

CITIES ering experiences with one-man

cars in a number of cities whose population is in excess
of 25,000. The most interesting feature is the definite
unanimity of opinion that one-man cars, instead of in-
creasing accidents as has been sometimes charged in the
past, actually tend to reduce them. In addition to this
it is evident that in the dozen or more of communities
whose experiences are cited, one-man operation has been
thoroughly satisfactory, both to the public and to the
railway company. The alleged difficulty at railroad
crossings appears in practice to be really no difficulty at
all, and the possibility of making each car take a reason-
able share of the day's work is demonstrated by the
fact that the daily earnings can reach the perfectly
normal figure of $35. Summed up, the published state-
ments show that the one-man car is a thoroughly prac-
tical operating unit and that, on any line where it is
really required, its adoption may be considered with-
out fear of unexpected and disastrous complications.
Of course one-man operation is not a cure-all. The
question of platform expense is not an all-important
one, as demonstrated (from a diametrically opposite sit-
uation) by experience with train operation, and there
are limits in regard to frequency and extent of passen-
ger interchange beyond which the one-man car ceases
to be economical. When a car has to remain stationary
while a platform-full of passengers have change made,
an extra platform man is by no means a useless appen-
dage. This is going to keep the one-man car out of
downtown New York and the Chicago loop district no
matter what results it may show in cities with lighter
traffic, and that fact may well be borne in mind at all
times in considering its possibilities.

AN UNUSUAL BRITISH ELECTRIFICATION

The latest electrification of the Lancashire & York-
shire Railway, which is described in the leading article
in this issue, is the result of an unusually extended ex-
perience with electric operation in general. For years
the railway company has been operating a 600-volt,
third-rail line between Liverpool and Southport, which
was changed from steam to electric operation to in-
crease suburban passenger receipts, these having fallen
off owing to severe competition with parallel surface
railways. In 1913, the company, recognizing the in-
herent limitations of this low voltage, equipped a 4-mile
experimental line between the towns of Bury and Hol-
combe Brook with a 3500-volt direct-current, overhead-
contact system and motor cars having four motors per-
manently coupled in series. This line, like the com-
pany's most recent electrification, was located in the
suburban district of the manufacturing city of Man-
chester, and it was operated with self-propelled steam-
motor cars prior to the introduction of electric opera-
tion. It was considered to be an excellent piece of track
for tests because it had relatively frequent and fast
service over grades of 2.5 per cent.

In general, the tests appeared to be satisfactory, but
apparently the great increase in voltage was considered

to be too radical a step to be undertaken for permanent
construction. Even during the early operations of the
Bury-Holcombe Brook line, a commission of three
officials of the railway company came to the United.
States for the purpose of studying operating conditions
on high-tension electric railways in this country, and
at about the same time preliminary work was under-
taken in connection with the 1200-volt third-rail line
between Manchester and Bury, which has just been
completed.

The new electrification is strictly a suburban proposi-
tion, including some 10 route-miles and about 22 miles
of single track. Electrification of the rolling stock is
confined to passenger cars that are operated in multiple-
unit trains. Prior to the electrification, the line suffered
severely from tramway competition, but it is fully ex-
pected that greatly increased traffic will follow the im-
provement in the service as soon as normal conditions
are restored in Great Britain, experience with the Liv-
erpool-Southport installation having demonstrated the
practicability of electric operation as a traffic stimu-
lant. This was, in fact, the immediate reason for the
change in motive power, no tunnel or congested ter-
minal conditions having made it imperative. The in-
stallation, judged by American standards, is therefore
unique, since the principle of filling up the valleys in:
the suburban load curve by frequent midday service
has not been put in practice in any of our steam railroad
electrifications, although it has been recognized by a
few of our engineers.

From the standpoint of American technical practice,
also, there are a number of features in the installation
whose novelty makes them especially noticeable. Stor-
age batteries with booster sets have been installed, these
being plainly designed for flattening out the effects of
swings in the load. Such equipments have become more
than unusual in this country ever since the first cost of
power generating and distributing apparatus reached
relatively low figures, although it should be remarked
in this connection that the extremely short length of
the route and the necessarily small number of trains
in operation at ony one time, present conditions that
are not directly paralleled anywhere in America. The
contact voltage, too, 1200 volts, is at least uncommon,
for electrified steam railroad service in this country, the
Piedmont & Northern and the Fort Dodge, Des Moines
& Southern installations being the only prominent ones.
With this voltage, and the heavy multiple-unit trains
that the Lancashire & Yorkshire has to handle, the use
of a third-rail contact system is easily understandable,
although the recent tendency in American practice has
been away from it, especially when the higher voltages
are involved, because of the inductive surges, the rela-
tively short arcing distance between the live rail and
the grounded car trucks, and the difficulty of protecting
persons against an accidental contact, which are its in-
herent characteristics. With regard to the latter con-
sideration, however, it must be said that the officials of"
the Lancashire & Yorkshire Railway have succeeded in
working out a novel scheme of third-rail protection for
exposed track which should be exceptionally effective.

March 4, 1916]

ELECTRIC RAILWAY JOURNAL

433

THE ZONE SYSTEM AGAIN
The question of the zone system versus the uniform
fare system was brought up at the New York State
meeting by W. J. Harvie, but unfortunately there was
little discussion upon the chief suggestions made in
the paper, namely, the basis upon which a zone system
for city fares can be established, the methods of col-
lecting the fares and the general desirability of the plan.
There are undoubtedly a great many arguments in favor
of the zone system on account of the decreasing pur-
chasing power of the 5-cent piece. We are rather in-
clined to favor the usual form of zone system with over-
laps in city service than a strict proportioning of fare
to distance, as recommended by Mr. Harvie, and would
word his three fundamental principles somewhat differ-
ently, say as follows:

1. The passenger is willing to pay a reasonable
amount for being transported a desired distance.

2. The carrier desires to furnish transportation on
a basis which will yield him a fair profit.

3. The basis of charge for the distance traveled should
be as equitable to both the passenger and the carrier as
the convenience of both and the practical conditions of
fare collection will permit.

And we would add another, as follows:

4. The interests of the community at large demand a
fairly large minimum fare zone and high minimum fare
to prevent congestion in urban living conditions.

It was undoubtedly the convenience of the nickel fare
in the early days of city transportation which led to its
general adoption in this country, coupled with its com-
pliance with the first two principles mentioned. An
indirect advantage was the fourth principle, but that
was probably not considered at the time.

With the growth of the urban systems, however, and
with operating conditions and taxes as high as at
present, the 5-cent fare no longer in many cases fulfills
the requirements of Principle 2, and some change is
necessary. If the zone system is adopted, the needs of
Principles 3 and 4 would seem to dictate the retention
of the 5-cent fare as the minimum charge, and that for
it the company should give as long a ride as its financial
conditions permit, and the minimum fare zone should
be at the center of the city so as to serve the convenience
of as many passengers as possible.

The four principles which we have cited apply just
as strongly to the determination of the extent of the
second zone and the fare to be charged therein as to
the size and fare charge in the first zone. In other
words, both should be fairly large so as to reduce the
complications of fare collection to both passengers and
company. We do not believe that in the second zone,
any more than in the first zone, it is of any real impor-
tance to proportion the fare exactly to the distance
traveled. Theoretically, there may be some injustice
to the passenger in a charge of 5 cents for a ride of
a few blocks, but the plan is no more unfair to the pas-
senger than that of requiring the company to provide
its long-distance riders with a ride longer than that for
which 5 cents is a fair charge. We are not pre-
pared to say that the charge in the second zone should

be another 5 cents, but it should certainly be not less
than 2 cents.

The problems of fare collection in any zone system
seem tremendous to one used only to the simplicity of
the uniform fare. But the European zone system, with
the attention which the conductor and inspector must
give to individual passengers is not essential to the suc-
cessful operation of the plan, as shown in Milwaukee
and Cleveland. In fact, with modern types of cars in
which there can be pay-enter entrances and pay-leave
exits the difficulties in the use of the zone system, while
not eliminated, are greatly reduced.

TENTH BIRTHDAY OF C. E. R. A.

Slightly more than a decade ago the Central Electric
Railway Association was formed by the amalgamation
of the Ohio Interurban Railway and the Indiana Elec-
tric Railway Associations. The achievements of this
association during the ten years of its existence are
emblematical of the real worth of an organization of
this kind when full advantage is taken of the opportuni-
ties it offers. At the banquet held at the annual meet-
ing of this association at Dayton, Ohio, President Henry
pointed with pride to the fact that it now embraced
more than 4000 miles of interurban road and had more
than 142 supply men members. The mileage mentioned
includes practically all of the important interurban lines
in four states. Although this organization was in-
tended primarily as a clearing house for the solution
of operating problems, it has not only fulfilled that pur-
pose admirably but has afforded a means of united
action in other directions. In their relations with the
regulatory bodies of Indiana, Ohio, Michigan and Ken-
tucky, the various railway members, manifestly, must
deal with the commissions having jurisdiction over
them. The experiences and counsel of all the member
companies, however, are at the disposal of anyone in
solving regulatory problems.

In many ways the Central Electric Railway Associa-
tion has blazed the way in adopting and trying out
standards. In this particular the Traffic and Account-
ants' Associations, subsidiary organizations, have ac-
complished much. These two subordinate bodies have
co-ordinated many operating differences to the great
benefit of the parent body. The former has provided
traffic interchange agreements, interchangeable mileage
and harmonized schedules, and the latter has prepared
standard methods of accounting which have also been
adopted by the American Electric Railway Accountants'
Association. Undoubtedly the large measure of suc-
cess atttained by this association is due to the fact that
throughout the period of its existence it has had the
hearty support and active co-operation of practically
every member company. Moreover, the membership
among the representatives of manufacturers, in many
instances, has been an important factor in solving diffi-
cult operating and legislative problems. We congratu-
late the Central Electric Railway Association upon its
enviable record, and if the experiences of the decade just
passed may be taken as an index, this organization will
be of great benefit in solving future problems.

March 4, 1916]

ELECTRIC RAILWAY JOURNAL

439

New Suburban Electrification in England

Lancashire and Yorkshire Railway Installs 1200-Volt, Third-Rail, Direct-Current System for
Passenger Service Between Manchester and Bury — All Steel Multiple-Unit Cars
and a New Power Station with Storage Batteries Are Features of the Installation

THE latest electrification of the Lancashire & York-
shire Railway, which covers approximately 22
track-miles on the line between the city of Manchester,
England, and the suburban town of Bury, has special
interest because it marks the first step of an impor-
tant electrification scheme for the entire Manchester
area. In this installation, the use of the third-rail,
direct-current system, as used on the company's Liver-
pool and Southport line, has been adhered to but the
voltage has been raised from 600 to 1200. The railway
has been led to adopt this higher voltage because of the
satisfactory results gained on its electrified line be-
tween Bury and Holcombe Brook, where direct current
is used at 3500 volts, but with overhead construction.

In consequence of the war the full service of electric
trains has not been put into force, but 27 per cent of
the existing steam trains will be replaced by electric
trains, and further electric trains will eventually be
added which will augment the present service by 25
per cent. When the full electric service is established
there will be ninety trains in each direction per day.

Power Station
The power station for the installation has been built
on the main line near Manchester adjacent to extensive
coal fields and to a good supply of water from a canal
owned by the railway company. The ground level at
the power station is 37 ft. below the main line, which
at this point is carried on an embankment, thus en-
abling coal cars to be run directly over the tops of the

coal bunkers and obviating the necessity of installing
coal conveying appliances. Although the canal fur-
nishes the normal supply of cooling water, a spray cool-
ing pond is also provided to supplement the flow from
the canal when necessary.

In the power house the boiler room is parallel with
the turbine room, and at present contains three Bab-
cock & Wilcox water-tube boilers, each having a normal
evaporation of 32,000 lb. of water per hour, the steam
being at 200-lb. pressure per square inch, superheated
to 700 deg. Fahr. Eventually the boilers will be ar-
ranged in pairs, each pair making up a steam unit and
being provided with its own inducad-draft plant and
chimney.

The boilers are fitted with B. & W. chain-grate, motor-
driven stokers having variable-speed gear boxes allow-
ing a speed variation to the grate of from 6Vi ft. to
25 ft. per hour.. The grate area of each boiler is 144 sq.
ft., the heating surface 7135 sq. ft., and the super-
heating surface 2635 sq. ft. Green economizers are
placed above the boilers, each fitted with 256 tubes,
4 9/16 in. in diameter and 9 ft. long, and induced-draft
motor-driven fans are installed to remove the products
of combustion from each pair of boilers when working
together.

The chimneys are made up of mild-steel plates vary-
ing from 5/16 in. to V2 in- in thickness. They are 6
ft. in internal diameter and brick lined, the tops being
87 ft. 6 in. above the firing floor. The ash from the
back ends of the grates is taken periodically by means

LANCASHIRE & YORKSHIRE ELECTRIFICATION — GENERAL VIEW OF POWER STATION AND SWITCH HOUSE

J

436

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 10

LANCASHIRE & YORKSHIRE ELECTRIFICATION — CONDENSING WATER SCREENS AT INTAKE; DISTRIBUTING OUTLETS FOR

DISCHARGE INTO CANAL

of a B. & W. suction ash-handling system to a large re-
ceiver from which it is loaded periodically into cars
at the main-line level. Provision is made so that soot
from the economizers can be dealt with in the same way.
Electrically-driven ash breakers are provided between
the ash hoppers under the grates and the suction ash
pipe. The ash receiver has a capacity of 30 tons. Its
air exhauster is motor-driven, and is of the Root blower
type made by the B. F. Sturtevant Company, having a
capacity of 3250 cu. ft. of air per minute at a pressure
of about 2V2 lb. per square inch.

For checking the coal supply, a 30-ton weighing ma-
chine is provided on the approach track to the coal
bunkers and no weighing apparatus has been installed
on the bunkers themselves.

Power-House Equipment

Two main generator sets, each having a normal ca-
pacity of 5000 kw., are installed. The turbines were
manufactured by Dick, Kerr & Company, and they are
of the impulse type, having a Curtis wheel at the high
pressure end, the remainder being bladed on the "Ra-
teau" principle. The speed is 1500 r.p.m. Each tur-
bine has two rows of "Wolfram" steel blades on the
velocity wheel, and ten rows of brass blades on the low-
pressure wheel, the axial and radial clearances being 5
mm. and 7 mm. respectively. The governor gear of
each turbine is fitted with a small electric motor, en-
abling it to be controlled from the main switchboard.

Each alternator consists of a Dick-Kerr two-pole
three-phase machine, generating current at 6600 volts,
25 cycles, and is capable of carrying 25 per cent over-

load for two hours and 50 per cent overload for five
minutes. The alternators are self-ventilated, and the
air for ventilation passes through Heenan & Froude
wet-air filters, each of which can deal with 30,000 cu. ft.
of air per minute, the air passing through the filter at
an approximate velocity of 1500 ft. per minute.

Each turbo-alternator is complete with its own sur-
face-condensing plant, which consists of condenser,
steam jet ejector, circulating water pump, kinetic air
pump, and extraction and delivery pumps. The con-
densers can deal with 82,000 lb. of steam per hour,
maintaining a vacuum of 28.1 in. at full load when sup-
plied with cooling water at the rate of 6700 gal. per
minute at a temperature of 75 deg. Fahr. The total
cooling surface is 9500 sq. ft. obtained from 3464 %-in.
tubes.

The circulating water pumps are of the centrifugal
self -regulating type, directly driven by slip ring induc-
tion motors of 110 hp. The steam-jet ejector is sup-
plied by a IVi-in. steam pipe, and the estimated steam
consumption is 0.75 per cent of the turbine steam con-
sumption. When on full load, this will take 465 lb. of
steam per hour. The kinetic air pump, which can
handle 45,000 gal. of water per hour at 90-ft. head, and
the extraction pump and the delivery pump are all
mounted on one bedplate and driven by means of a
45-hp. slip-ring motor.

Power for the auxiliary apparatus is provided by a
500-kw. gear-driven turbo-alternator, built by the Brit-
ish Westinghouse Company. This set, which is com-
plete with a Le Blanc surface-condensing plant, gener-
ates power at 440 volts, 25 cycles, the turbine being of

LANCASHIRE & YORKSHIRE ELECTRIFICATION — CONDENSER AND PUMPS BELOW MAIN TURBINE; STOKERS AND COAL HOPPERS

March 4, 1916]

ELECTRIC RAILWAY JOURNAL

437

LANCASHIRE & YORKSHIRE ELECTRIFICATION A.C. SWITCHBOARD OF CUBICLE TYPE IN SUBSTATION, ONE PANEL BEING WITHDRAWN

FOR INSPECTION OF APPARATUS; ROTARY AND TRANSFORMERS

the high-pressure impulse type running at 3600 r.p.m.
The gearing gives a speed reduction of 3600/750 r.p.m.

A 1460-gal. hot well is arranged centrally between the
main generators. It is divided into two compartments,
so that the valves may be examined, and the tanks
cleaned and painted, without putting it out of commis-
sion. The water is heated by means of four 3-in.
exhaust steam ejectors, the exhaust steam being taken
from the turbine-driven feed pump. Two test tanks,
mounted on weighing machines, are carried on the top
of the hot well and arranged to work alternately and
independently of each other. The condensates from all
the sets are so conveyed to the hot well that the con-
densate from any one set can be passed through the test
tanks, while the others are delivered directly to the hot
well. Each test tank has a total capacity of 3800 lb.
of water, discharging through a 6-in. quick-acting valve
directly into the hot well below.

At present the station is equipped with two boiler
feed pumps, one turbine-driven and the other a recipro-
cating pump, both capable of delivering 10,000 gal.
of feed water per hour against a head of 217 lb. per
square inch. The latter is the only reciprocating ma-
chine in the station. It is intended that the turbine
pump should be used in service, and the reciprocator
as a standby. Both pumps are situated near the hot

well, and at such a level that they are always flooded.
The turbine pump is of the high-lift, multiple-chamber
type, absorbing 40 hp. It is driven by a horizontal
Curtis turbine and runs at 3000 r.p.m.

Condensing water is obtained from the canal, and it
passes first through a bar screen, which stops the en-
trance of the larger pieces of floating matter, and then
through rotary screens, which check the smaller weeds,
etc., before reaching the cooling pond. The rotary
screens are two in number, each 10 ft. in diameter, and
rotate at 1 r.p.m. They are driven by Pelton wheels
through worm gearing. The water for driving them
is obtained from the spray pump discharge and is
under a head of 18 ft. The screens are cleaned by
means of rotating jets, which spray on the exposed
portion of the screens on the side away from the in-
coming supply of cooling water.

Connections are taken from the discharge main to
the spray pumps, which are similar to the main circu-
lating pumps, so that the hot circulating water can be
pumped back to the cooling pond through the spray noz-
zles. Thus, two methods of cooling are available, or a
combination of both methods can be used at the same
time. The cooling pond is 408 ft. long, 109 ft. wide
and 2 ft. 6 in. deep. The spraying arrangement is
capable of cooling 402,000 gal. of water per hour from

LANCASHIRE & YORKSHIRE ELECTRIFICATION — SWITCHBOARDS ON CONTROL PLATFORM; OIL SWITCHES WITH OIL RECEPTACLES

REMOVED

438

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 10

95 deg. Fahr. to 75 deg. Fahr. under normal atmos-
pheric conditions, being so arranged that slight exten-
sion to the pipe: work will double the capacity. A total
of 288 nozzle's are provided for the present plant, each
nozzle orifice having an area of 0.39 sq. in. and being
capable of passing 1396 gal. of water per hour at a
head of 18 ft.

'At the end of the station are arranged the storeroom,
offices, and switchboard platform. The stores are
alongside the main entrance on the basement floor, and
immediately above them on the turbine-room floor are
arranged the offices for the operating staff. The con-
trol switchboards are placed on a gallery above the of-
fices, overlooking the turbine room, and the control wir-
ing is accommodated in the cable room between the ceil-
ing of the offices and the switchboard gallery.

Switch Gear

There are three separate switchboards, namely : the
main control board for operating the main units and
feeders ; a 440-volt a.c. board operating the station
auxiliaries, and a d.c. board controlling the control
circuits, lighting, cranes, and standby battery for the
control circuits.

The switch gear, manufactured by the British Thom-
son Houston Company, is of the solenoid-operated, re-
mote-control type. The main switch gear is housed in
a separate four-story building, access to which is ob-
tained by a foot bridge from the turbine-room floor.

The main switch gear in the switch house is con-
tained in cells built up of molded stone, each phase
being separated throughout with barriers of the same
material. Duplicate busbars with the busbar isolating
switches are placed on the floor above the switchroom,
the cell construction being of a similar character to the
above. The fronts of the cells are covered by expanded
metal sliding screens, these being interlocked with
isolating switches so that it is impossible to open out
any cell until the isolating switches controlling the ap-
paratus in that cell have been opened. The cells con-
taining the oil switches have metal doors which are not
interlocked.

In normal running, the station auxiliaries will be
worked through two 6600-440-volt transformers of
250 kw. each, enabling the 500-kw. auxiliary set to be
shut down. During periods of very light load, such as
lighting of stations during the night time, the auxiliary
set can be run alone and the voltage raised through
the same transformers to 6600 for transmission to the
various stations or freight yards.

The direct current at 125 volts is obtained by means
of two 50-kw. rotary converters operating through
transformers from the 440-volt supply. These are used
in conjunction with a seventy-cell battery and a small
booster.

High-Tension Transmission Line

Two main transmission lines each about 4 miles long
are used to convey the power from the power station to
the two substations. Both consist of three overhead
cables, or of three-core cables, paper insulated, lead cov-
ered, and armored with steel galvanized wires. The
overhead cable consists of 7/10 S.W.G. per phase, and
the three-core of 19/14 S.W.G. per phase. The outer
diameter of the three -core cable is 2.293 in., the armor-
ing 0.1 in. and the thickness of the lead 0.14 in. The
joints are of the plumbed lead-sleeve type, and the con-
ductors are insulated with paper sleeves, the boxes
being filled in with compound.

One of the transmission lines is practically all over-
head, cable only being used when passing under public
bridges. The other consists of l1^ miles of overhead

and 3V2 miles of cable. The overhead is carried
throughout on""H" poles, the conductors being arranged
three on each side of one pole, the other being left for
future extensions. The standard span used is 210 ft.
The three-core cable is carried on posts and, where con-
venient, on wall brackets. Both lines are in duplicate,
and under ordinary working conditions will both be in
use.

The "H" poles consist of two fir poles of an average
diameter of 10 in. 6 ft. from the butt. The cross-arms
supporting the insulators are of channel iron, 4 in. x 2
in. x Yo in., clipped on to the pole. The pole is also
braced with wooden struts and bolts, but no anchor
stays are used except at points where the line makes
an angle. The whole of the armoring and the iron work
on the poles are earthed to copper earthing plates at
quarter-mile intervals. No lightning arresters are
used, but at the points where the cables enter the power
station and substations, choking coils are provided.

Substations

Each substation is equipped with three 1000-kw., ten-
pole rotary converters, manufactured by Dick, Kerr &
Company, operating six-phase, 25 cycles, 300 r.p.m. The
overload capacity of each is 100 per cent momentarily,
and they can be run continuously at 25 per cent over-
load. They are arranged with an induction motor on
the end of the main shaft for starting and self-synchro-
nizing. No arrangements for starting from the d.c.
side are provided.

The transformers are of the oil-cooled type, and are
inclosed in sheet-steel cases fitted with external tubes
for radiating the heat and circulating the oil. The
tubes are welded into position and this gives a perfectly
oil-tight case.

Booster System

An Entz booster of the automatic reversible type
with carbon regulator, made by Mather & Piatt for the
Chloride Electrical Storage Company, is installed in
the rotary room. This consists of three continuous cur-
rent machines — -booster, motor and exciter — all coupled
together and mounted on one bedplate. The outfit gives
an output of 900 amp. at 185 volts continuously, or will
give 2000 amp. at 190 volts for fifteen seconds. Its
output for charging the battery is 300 amp. at 300 volts
continuously, and the voltage can be raised to 400 for'
overcharging. These latter ratings are obtained by
hand regulation.

The booster is shunt wound and is excited from the
exciter for automatic working, or from a portion of the
battery for hand regulation. The exciter also is shunt
wound, and is separately excited from a portion of the
battery. Its excitation is controlled by means of an
automatic carbon regulator connected up on the prin-
ciple of the Wheatstone bridge and operated by the
main generator output. The exciter is capable of fully
exciting the booster when the latter is doing its regu-
lating work.

To prevent a lag in reversing, the exciter is designed
to give three times the excitation voltage necessary to
give the required boost, and the carbon regulator auto-
matically throttles the excess current when the correct
boost has been reached. The motor is capable of driv-
ing the booster at all loads, when running off a 1200-volt
circuit, at the speed of 520 r.p.m. The speed can be
raised to 650 r.p.m. by means of a shunt regulator in
order to obtain the overcharge voltage. The set is
provided with a device suitable for breaking the cir-
cuit of the motor when the speed of the set exceeds a
definite amount.

The battery, which is housed in a separate building

March 4, 1916]

ELECTRIC RAILWAY JOURNAL

439

outside the substation, consists of 580 Plantide cells,
manufactured by the Chloride Electrical Storage Com-
pany. The capacity is 500 amp.-hr. on the one-hour
rating, and the charging current can be raised up to
1500 amp. for fifteen seconds.

Each cell is contained in a pitch-pine box lined with
sheet lead, and this box is of such a size that the
capacity of the battery can be increased ultimately to
800 amp.-hr. by the addition of more plates. The posi-
tive plates are of the formed type and the negative
plates are of the box or cage type, each plate consisting
of an antimonial lead cage in halves, riveted together.

Each battery is divided into two portions, high-volt-
age and low-voltage, which are connected through an
isolating switch, and when it is desired to carry out
work on the 600-1200-volt portion of the battery, the
isolating switches are opened, which reduces it to the
same condition as the low-voltage half.

A combined charging and milking booster for the
battery is installed in the rotary room, this consisting
of two continuous current machines — one motor and one
generator — coupled together. The set is capable of
charging the cells, fifty in number, which are connected
to the Entz booster, in two hours a day, charging
twenty-five cells at a time, and giving 45 amp. at 40-70
volts. The motor is suitable for working on a 1200-
volt circuit, and the booster is arranged for exciting
from the cells to which the Entz regulator is connected.
The set is also capable of milking the cells with an out-
put of 200 amp. at from 2 volts to 14 volts.

The switch gear for each substation is in two parts,
one of the "cubicle" type controlling the high-tension
feeder and transformer leads, and the other of the flat-
board type controlling the d.c. rotaries, battery, booster
and live rail. The feeder and high-tension cubicles
each contain a hand-operated oil switch, the connections
to the busbars being made through switch clips at the
back. The arrangement is such that the whole of the
apparatus can be withdrawn from the cubicle for in-
spection purposes, interlocking devices being used to
prevent the apparatus being withdrawn or replaced
when the oil switch is closed.

Third-Rail System

Although the contact system adopted is of the well-
known third-rail type with track return augmented by
a fourth rail, a considerable departure has been made
from the previous practice in that a side-running con-
tact has been provided instead of over-running or under-
running. This has been brought about by the fact that
1200 volts, which is the maximum voltage allowed on
third-rails, necessitates more adequate protection
against shock, and the form of rail adopted is admir-
ably adapted for being protected. This, of course, also
applies to the under-running type, but here the objec-
tion was the small clearance available.

The third-rail and its protection, also its relative posi-
tion to the track rails which was shown in the Elec-
tric Railway Journal for July 24, 1915, is the in-
vention of J. A. F. Aspinall, general manager Lan-
cashire & Yorkshire Railway. It is very compact, lies
close to the running rail, and gives the maximum space
for platelayers and other workmen in the 6 ft. where
the rails are normally fixed.

The third-rail guards are made of jarrah wood, which
was adopted for its non-combustible qualities, and are
held in position by clips secured by ordinary rail-chair
keys, no screws or nails being used. The arrangement
is such that a projection on the upper portion of the
insulator acts in conjunction with the guarding as a
key which keeps the rail in position. The insulator
itself is kept in position by three small brackets. The

rail, however, does not rest directly on the porcelain
insulator, but a wooden packing is inserted between to
act as a buffer.

The normal spacing of the insulators is approxi-
mately 12 ft. The live rail is anchored every 100 yd.
by a specially-designed anchor insulator. The third-
rail insulators are of white porcelain completely vitri-
fied throughout and glazed all over, and are 6]/2 in.
high. The actual creeping surface is 8 in. from metal
to earth.

The cross-sectional area of the rail is 8.35 sq. in.,
and the weight 85 lb. per yard, its resistance ranging
between six and a half and seven times that of copper

Distance piece

*<tb 6.0 .clearance
between running
Steel Spripg Clip

3 a &
Third Rail in lengths
ofW.Q'i 85 lbs
per yard

LANCASHIRE & YORKSHIRE ELECTRIFICATION — SECTION SHOW-
ING THIRD-RAIL SHOE AND GUARD

of equal area and length. The normal length of the
rail is 60 ft. and each joint is bonded with two flexible
strip copper bonds, each bond having an effective cross-
sectional area of 0.4 sq. in. The chemical composition
of the rail is:

Carbon 0.08 percent

Phosphorus 0.034 per cent

Manganese 0.22 percent

Sulphur 0.026 per cent

Silicon 0.022 per cent

Iron 99.618 per cent

The fourth or return rail is of square section with
rounded corners, and weighs 88.5 lb. per yard with a
cross-sectional area of 8.84 sq. in., the chemical com-
position and electrical conductivity being the same as
the live rail. This section has been adopted on account
of the small surface exposed over a given volume of
rail, and therefore involves small maintenance in paint-
ing, etc.

The fourth rail is cut in lengths of 60 ft. and is
placed between the running rails. It rests on wooden
pads 1 in. thick, which are secured to the sleeper by
iron dogs, and is anchored at intervals of 100 yd.
There are two bonds per joint and the effective cross-
sectional area is 0.325 sq. in. per bond. The fourth
rail is also cross-bonded every 100 yd. to the track
rails with cable bonds of 37/15 S.W.G. copper. The
track rails are also bonded by cable bonds.

Car Equipment

The rolling stock for electric operation includes both
motor cars and trailers. The motor trucks, which were
designed and built by the railway company, carry two

440

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 10

LANCASHIRE & YORKSHIRE ELECTRIFICATION — TRUCKS FOR MOTOR CAR AND TRAIL CAR

200-hp. motors mounted and geared to the axle through
spur gearing, the ratio being 25:59. On either side
of the truck is mounted a shoe beam carrying the con-
trolling shoe. Each motor car is provided with two
of these trucks, making a total of four motors, or 800-
hp. per car, the gradients on the line being somewhat

LANCASHIRE & YORKSHIRE ELECTRIFICATION-
MOTOR OF 200 HP.

-1200-VOLT

severe. The wheelbase is 9 ft., and the diameter of
the wheels 3 ft. 7 in., the wheels being of standard loco-
motive pattern. Clasp brakes are used.

The motors, which are designed for 1200 volts, are
series wound with commutating poles and are totally

inclosed. The field frame is of the box type, the main
poles being arranged vertically and horizontally, this
arrangement having been found to give the best space
efficiency in the limited room available. Ventilation for
the motors has been carefully considered, and as the
armature laminations are carried on a hollow spider
which also carries the commutator, there is a free pas-
sage of air through the spider and through the ventilat-
ing gaps in the armature which are continued through
the main poles to the outside atmosphere.

The armature coils are all insulated with solid mica
insulation, and the field coils are inclosed in brass cases
to keep them from contact of oil. Ring lubrication is
used for the armature shaft, the oil wells being of
ample proportions, and oil lubrication with pads is
adopted for the suspension bearings. The brush gear
is carried on a solid steel yoke bolted to the frame. This
is insulated with solid mica and forms a very rigid
construction.

The control equipment on the cars is of the multiple-
unit system and is arranged for automatic acceleration,
although it can also be operated by hand by simply
moving the reversing lever to a certain position. The
whole of the equipment is operated by 100-volt current,
which is transformed from the line voltage of 1200
by means of a rotary transformer mounted under the
car.

All the 1200-volt equipment is housed in a special
high-tension chamber, the door of which is interlocked
so that the isolating switch connecting the control leads

LANCASHIRE & YORKSHIRE ELECTRIFICATION — VIEW SHOWING FOURTH-RAIL RETURN ; VESTIBULE DOORS ON CARS

March 4, 1916]

ELECTRIC RAILWAY JOURNAL

441

from the shoes must be opened before the entrance can
be effected. All the contactors, the reverser and the
motor cut-out are mounted on the inner wall of the
high-tension compartment opposite the window, and
above these are mounted the isolating switch, main
fuse and main circuit breaker, and in an auxiliary
high-tension chamber is the starting gear for the rotary
transformer with its isolating switch. The high-tension
wiring is carried in flexible steel tubing.

The reverser handle on the master controller has
four positions, reading from right to left, "Reverse,"
"Off," "Ahead Automatic Control" and "Ahead Manual
Control." The last position is used in case of emergency
due to failure of the automatic control, but normally
this is a stop which is sealed and which prevents the
reverser handle from being placed in the manual posi-
tion. There are four series points on the controller,
three intermediate and three parallel, with an addi-

tional two positions by which the field of the motors is
shunted when higher speed is required for express
traffic.

The brake is the automatic vacuum type, so that, if
necessary, ordinary steam trail cars can be coupled to
electric trains, the brake still being effective. The
vacuum is produced by means of a twin cylinder ex-
hauster, driven through gearing by a Mather & Piatt
5-hp. 100-volt motor. Current for heating is taken
from the 1200-volt circuit, and for the lighting, pump
motor and control, from the 100-volt circuit. The trol-
ley cables, of which there are two, one on each side of
the car, are continuous throughout the trains.

All-Steel Cars

The electric trains for the new service consist of
either two, three, four or five cars, according to the
requirements of traffic, but the standard trains will

LANCASHIRE & YORKSHIRE ELECTRIFICATION — FIVE CAR TRAIN OPERATING FROM 1200-VOLT SIDE-CONTACT THIRD-RAIL

442

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 10

have five cars, the front, center and rear vehicles being
third-class motor cars, and the intermediate vehicles
first-class and third-class trail cars. A feature of the
design is that the compartment for the accommodation
of the driver is at each end of all cars, which enables
the trains to be made up to any length required with
the minimum of switching operations, time being of the
utmost importance on an electric service.

The framework is of steel and the roof and the
paneling of the sides are of aluminum sheets, the in-
terior work being finished with moldings of. drawn
steel* and aluminum sections. The parcel racks, air
extractors and electrical fittings, together with all in-
side furniture of the cars, are made in polished alumi
num, and the doors are made of steel.

Particulars of the motor and trail cars follow:

Length over body 63 ft. 7 in.

Length over couplers 65 ft. 3 in.

Height from rail to top of roof 12 ft. 4% in.

Center to center of trucks 45 ft. 0 in.

Wheelbase of motor-car trucks 9 ft. 0 in.

Wheelbase of trail-car trucks 10 ft. 0 in.

Weight of motor car 54 tons

Weight of trail car 29 tons

Seating capacity, first-class 72

Seating capacity, third-class 79

The vehicles have been designed with a slight taper
on the sides of the bodies and with elliptical roofs, the
cars having large side lights and fan lights. The floor-
ing has been built up of Keystone or Chanarch gal-
vanized sheets, which are riveted to the steel under-
frame, and on these sheets is laid Flexolith or Decolite
composition.

The cars are entered at the extreme ends of each
vehicle, through vestibules, and gangways are provided
throughout the trains so that passengers can pass
from one car to another to secure a seat. Each car
is divided into main passenger compartments with a
center aisle, fixed and reversible seats being arranged
alternately on either side; the first-class seats being
upholstered in tapestry and the third-class seats in
rattan. The first-class cars have the floors carpeted.
The cars are equipped with electric heaters and electric
fans, and by means of a two-way switch the latter can
either supply fresh air from the outside or extract foul
air from the inside of the car. Sanitary strap hangers,
for rush periods, are provided in the third-class cars,
these being secured to the roof by aluminum brackets.

The painting of the car interiors is finished in self-
colors, the lower part in dark brown, from the waist
panels to the cornice in a restful shade of green, and
the roof in white. Large panorama photographs of
places of interest complete the artistic effect of the
inside decoration of the cars.

Classification of Electric Locomotives

In a paper on the "Electric Locomotive," read by F.
W. Carter before the British Institution of Civil Engi-
neers, it was brought out that the classification of loco-
motives according to wheel arrangement has been
adopted from steam practice, but hardly affords the
same insight as to type as in the case of the steam loco-
motives. Electric locomotives have not always been de-
signed with due regard to the question of stability of
the rolling motion of the wheels, and some run less
smoothly than is desirable on this account. The tilting
of the rails and the coning of the wheels causes the pro-
gression by pure rolling to assume a sinuous nature, and
on the stability or instability of this motion depends the
question whether the nosing effect tends to die down or
to increase to the limits permitted by the wheel flanges.
It can be readily shown, the paper asserted, that a loco-
motive carried on a rigid wheelbase is in some circum-
stances unstable, and accordingly may be expected to de-

velop a nosing tendency if run at high speed; the same
is true when the locomotive is divided into units, each
carried on a rigid wheelbase; guiding wheels elastically
centered to align with the main wheels tend, however,

to stabilize the motion.

Trackless Trolley vs. Motor Omnibus

Comparative Operating Costs on Keighley (England)
Corporation Tramways Show Considerable Saving
in Favor of Trackless Trolley

A RECENT issue of the Tramway and Railway
World contains an article by Harry Webber, gen-
eral manager Keighley (England) Corporation Tram-
ways, which compares the results obtained by this com-
pany with electrically-driven trolley and gasoline motor
omnibuses. The comparison is an unusually fair one
since all the data on both systems were obtained on
exactly the same route and deal with the same popu-
lation and class traffic. The author believes this com-
parison to be of importance in England, owing to the
belief that after the war has terminated most tramway
managers will hesitate before embarking on any of the
expensive systems of tramway track construction, such
as the conduit system, and that only the cheaper forms
of overhead construction will be considered.

The Keighley Corporation Tramways, after having
operated gasoline motor omnibuses for five years, found
it more economical to give them up in favor of trolley
vehicles with the necessary overhead equipment. One
factor which largely decided the question was that the
gasoline-driven conveyance was costing 2d. (4 cents)
per mile in gasoline, whereas the trolley omnibuses
operate over the same route, consisting of about
9 miles partly undulating and partly very hilly
country, at a cost in electricity of under Id. per omni-
bus-mile. On a mileage of 100,000 per annum, it was
found that the difference in power costs alone would
cover the interest and depreciation on the overhead
equipment.

Owing to the much heavier weight and uneven torque
of the gasoline bus the relative cost in tires was 4 to
1 for the same roads in favor of the trolley omnibuses.
The cost of general repairs for the gasoline buses
was much heavier than for the trolley omnibuses. An-
other interesting comparison demonstrated was the
revenue per mile from the two types. The motor omni-
buses were double-deck, and carried from thirty-eight
to forty passengers, but the maximum revenue obtained
during their five years of operation never exceeded Is.
(24 cents) per omnibus-mile. At the present time the
trolley omnibuses, although only of single-deck con-
struction with a maximum carrying capacity of twenty-
eight, have a revenue equal to nearly Is. 2d. (28 cents)
per mile.

From the passengers' point of view, the author states,
the electrically operated vehicle is infinitely superior
as the running is smoother; the operation is odorless;
the vehicles can be more attractively lighted; and.
owing to the absence of oily material, the trolley omni-
buses generally are cleaner throughout.

The installation at the present time consists of 8%
miles of overhead equipment and nine trolley vehicles.
The overhead construction is of the over-running type,
latticed steel poles with bracket arms carrying two
trolley wires of grooved sections being used.

The installation has been in complete service only
since March, 1915, and the operating figures up to a
recent date give a proof that instead of making a loss
of approximately £1,000 ($4,866) a year, as was the
case with the motor omnibuses, the profit will amount
to about £1,000.

March 4, 1916]

ELECTRIC RAILWAY JOURNAL

443

Track Maintenance in Streets*

The Author Discusses the Influence of the Street, as a Location, upon Street Railway Track
Maintenance, His Purpose Being to Give in Detail the Reasons Why

Such Maintenance Is Costly
By R. C. CRAM

Assistant Engineer Way and Structures Department, Brooklyn Rapid Transit Company

THE needs of modern surface transportation have
developed the comparatively simple street railway
track of the horse car days, which required little or no
maintenance, into a structure requiring the best efforts
of maintenance engineers. The importance of the work
undertaken by such engineers becomes more evident
when it is realized that there are now 1027 electric rail-
way companies in the United States alone, operating
more than 46,000 miles of track and almost 100,000 cars.
The maintenance of this trackage at $900 per mile per
year requires an annual expenditure of $41,000,000.

Street railways are in a period of reconstruction,
which may be considered as extraordinary maintenance
because comparatively little added capital is involved.
New construction is almost at a standstill and com-
prises only occasional extensions to existing lines. This
period of reconstruction began about eight years ago
and the trackage which has undergone reconstruction
has increased annually ever since.

Among the complications incidental to the main-
tenance of street railway track structures some of the
principal factors are as follows: (1) Pavements, (2)
street widths, (3) street and car traffic, (4) grades and
drainage of streets, (5) street improvements, (6) sub-
surface structures, (7) special forms of switches and
frogs and (8) regulatory bodies or civic authorities.

With respect to these factors it will be noted that
generally they seldom occur in steam railroad work. The
location of tracks in streets renders the railway subject
to many complaints from the general public, and the en-
tire operation continuously invites accidents of various
kinds. Railroads located upon private right-of-way sel-
dom come in contact with many of these conditions.
Such roads can at least select their own rails and other
features of track construction but the street railway
can very seldom do so without consulting several
municipal or state authorities, and it quite often hap-
pens that the types of rails are legislated upon the street
railways with little consideration of the railway's in-
terest in such matters.

Pavement in the Tracks

Probably the most important feature affecting street
railway maintenance is the pavement in the tracks,
which accounts for between 40 and 50 per cent of the
construction costs and at least 30 per cent of the main-
tenance expenditures. Maintenance expenditures for
pavements have generally been legislated upon the rail-
ways either through franchise requirements or by fool-
ish agreements made by early operators and promoters.
There may have been some justice in requiring a rail-
way company operating horse cars to maintain track
pavements, and it is generally agreed that the extraor-
dinary pavement wear by the horses was the basis
upon which this requirement was hinged. The electric
street railways have inherited the obligation and al-
though they put no wear upon the pavements they are

•Ahstract of a paper presented at a meeting of the Connecticut
Society of Civil Engineers, held at New Haven on Feb. 15 and 16.
1916.

still required to construct and maintain them. Such an
obligation to-day greatly increases the burden because
of the great improvement and cost in pavements over
those existing when such obligations were imposed.

The width of the street in which tracks may be lo-
cated, and its character as determined by its location
have a marked influence upon the methods to be em-
ployed in carrying out maintenance work, as these fac-
tors determine the length of work which may be opened
up and the distribution of materials to permit efficient
handling. The latter is important because in narrow
streets it is often found necessary to dispose of ex-
cavated material, with incidental handling under car
traffic, at inopportune times, which in turn consider-
ably increases the cost, in order to provide room for
other classes of materials required in later operations.

In the work of reconstruction the street and car traf-
fic has a considerable influence upon the manner in
which the work shall be done, and a careful examination
of the street is always necessary to determine the
proper course to pursue in the regular program for the
work. Such traffic conditions necessarily determine
whether the work will be done under car traffic at all
times, which is probably the most expensive, or by
single tracking accomplished by means of temporary
crossovers or by the installation of a third or tempo-
rary track. The selection of method of carrying out the
work affects the labor costs materially because, under
certain car and team traffic, conditions where tracks
may not be put out of service for more than six or seven
hours per day will often result in the loss of one-third
of the effective labor due to time lost in avoiding cars
and vehicles.

Drainage and Track Maintenance

The drainage of streets has a peculiar influence upon
the maintenance of track structures. Long, easy grades
upon which surface water moves slowly or is retained
for a considerable period, allow time for seepage of
water into the pavements and sub-structures. The im-
portance of correct street grades and contours which al-
low rapid drainage of surface water away from the
track, and of surface drains placed in the tracks at low
points cannot be emphasized too strongly. During re-
construction work much delay is experienced in wet
weather because of the long retention of water in the
subgrade of the trenches, which requires a period of
waiting until the roadbed shall have dried sufficiently to
warrant the continuation of the track installation.

The influence of the surrounding pavement in form-
ing trenches of this character, where the pavement acts
as a dam, is a feature which is not present in main-
tenance work upon private right-of-way. In the latter
case, the roadbed is open and readily drained, so that
comparatively little trouble is experienced from the re-
tention of water in the roadbed, and consequently there
is little delay to the progress of work as a result of
inclement weather. These delays are reflected in the
operating costs of the transportation department which
are chargeable to the track work.

444

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 10

Street improvements, especially those requiring re-
pavement or grade changes, are productive of much ad-
ditional maintenance expense because the railways are
often obliged to install new pavements jointly with the
city improvement. This requires either a most thor-
ough overhauling and regrading of the tracks, or their
complete renewal. The greater part of such expense be-
comes a maintenance charge and must be deducted from
income. Thus the maintenance for reconstruction or
overhaul in connection with such improvements is ad-
vanced several years, adding greatly to the average an-
nual maintenance expense, generally without much in-
fluence in decreasing later expense. Such improve-
ments, therefore, require close co-operation with the
municipal authorities, and it is now a general practice
for the respective engineers to consult early in each
year for the purpose of preparing programs and budgets
which will work together as far as possible.

Sub-surface structures, such as sewer, water, gas,
telephone and electric mains, have quite a direct bear-
ing upon the surface track maintenance costs. City
sewer and water departments have a habit of rebuild-
ing, relocating or repairing their mains, and many of
them are either directly under the tracks or very close
to them and they all have connections at frequent in-
tervals which pass under the track. There is always a
question as to how long a new track will remain undis-
turbed by work required upon some one of these sub-
surface structures. The railway is often required to
remove one or both tracks incidental to such work, and
house connections are constantly being made which
either require tunneling under or openings through the
tracks. These features alone add greatly to the main-
tenance costs and additional maintenance may be ex-
pected later, even after the first restoration, due to
subsidences following such work, which generally falls
upon the railways.

Street Railway Special Work

The special track work, such as switches, mates and
frogs used in street work are quite different from the
types used in roads located upon private right-of-way.
In addition to being much more expensive in first cost
they are subject to proportionately greater wear from
car traffic and additional wear from vehicular traffic
and, due to incidental disturbance of pavements, the in-
stallation and repairs are very costly. Owing to the
street location the frogs and other pieces are usually
provided with renewable parts at points undergoing ex-
cessive wear. Such parts are subject to peculiar
troubles and require constant attention with special
equipment for their proper upkeep. Noise, in opera-
tion, plays a large part in connection with the main-
tenance of such special work and much labor is ex-
pended in grinding joints, in arc welding and grinding
hard centers and in replacing parts in order to satisfy
complaints arising from this source.

Upon most systems in large cities there will be found
a large number of such special-work layouts in propor-
tion to the total track mileage and this proportion is
much greater than that found in roads upon private
right-of-way. Consequently the number of parts in-
volved which will require the attention of maintenance
forces is extraordinary, and most systems have one or
more gangs almost constantly employed in repairing or
replacing special track work. Further, in large cities,
emergency crews are maintained for the prompt repair
of switches, so as to minimize the effect of their failures
upon the car service, and these gangs are often pro-
vided with automobiles so that they may reach the
sources of trouble as quickly as possible.

The cost of such special track work is very high. This

is due to the high standard of construction required,
generally involving the use of large amounts of man-
ganese steel. The cost is also increased by the great
variety of locations, street angles, controlling street
widths and the types of cars in operation. Many of the
frogs will suit only one location and so far it has been
deemed practically impossible to standardize them so
as to permit a reduction in cost through the elimina-
tion of a multiplicity of special patterns. However,
the subject is now receiving much study and it is pos-
sible that ultimately their number may be decreased.

Regulatory Bodies

Within a very few years there has been a marked in-
crease in the number and powers of regulatory bodies
or civic authorities. In' New York City, for instance,
there are at least eight of these and each has much to
say in controlling maintenance work, with considerable
overlapping of authority. We have the Bureau of High-
ways, the Department of Water Supply, Gas and Elec-
tricity, the Bureau of Sewers, the Board of Health, the
Board of Estimate and Apportionment, the Department
of Street Cleaning, the Police Department and the Pub-
lic Service Commission. They tell us under the pro-
visions of laws and ordinances to repave streets; to
take out tracks for sewers; to stop noise at joints and
special work; to remove snow; to keep traffic open; to-
rebuild tracks, and many other things. Consequently
it has been found necessary to maintain a regular force
of inspectors who investigate such orders and com-
plaints so that we may determine their reasonableness-
and properly plan our work in compliance therewith.

Inspection of Maintenance Work

The regular maintenance work of a large system, as
distinct from reconstruction work, requires careful
planning. As an aid to this, many systems now make
annual inspections of their modern or standard tracks,
paying particular attention to the three features which
contribute most of the troubles. These are pavement,
rail joints and rail corrugation. The inspections are
rendered quite easy by the use of special report forms
upon which the items may be entered and located by
house numbers, cross-streets and pole numbers, in or-
der to facilitate their later location by the various work-
ing forces. The areas of defective pavement, number of
defective joints, and lineal feet of corrugated rail are
then tabulated from the inspection reports in percen-
tages of the grand totals of each item in the territory
inspected. These percentages render the task of making
a program of work quite simple, as it is only necessary
to select the territories having the greatest amount of
defects for the first and most important work of each
kind. By this means we are also able to tell, in com-
parison with previous years, whether we are keeping
up with the work and where special effort is needed.

Such inspections are also simplified by the use of
plans made on letter-size sheets, which give the details
of the type of construction upon each particular street.
Each street or section of street receives a section num-
ber which is also indicated on the plan, and all costs
for work done are charged against the various sections
in sufficient detail to cover the main items which are
productive of maintenance expense, so that we may
know how much we are spending upon our modern
tracks for these features. Information drawn from a
comparison of these expense items enables us to learn
what the various modifications from standard construc-
tion are costing and serve to point out what to avoid in
future work. It is quite safe to say that had such in-
formation been available in Brooklyn, seven or eight
years ago, some of our most expensive maintenance

March 4, 1916]

ELECTRIC RAILWAY JOURNAL

445

items on certain tracks would be about one-half what
they are at the present time. We have also been able
to determine that approximately one-half of the total
paving maintenance expense, upon our standard tracks,
has been due to an unfortunate experimental repave-
ment in the roadways which was undertaken by the city
upon one street alone, while more than one-half of the
joint maintenance costs was due to the type of joint on
the same street and upon three others. It is hardly
necessary to say that we have abandoned that type of
joint and we would like to be able to avoid such costly
city experiments in pavements.

Rail Joints

Rail joints have been mentioned as an item which
causes high expense for maintenance. The early types
of joints, particularly of the bolted variety and many
experimental forms of joint, have contributed an un-
reasonable share of the expense for track maintenance.
However, the general adoption of 60-ft. rail lengths for
modern tracks is rapidly tending to cut such expense in
half. Furthermore there are now several kinds of
welded joints, at least two types of riveted joints which
provide head and base support, and at least one type of
patented bolted joints which are showing marked de-
creases in costs for maintenance, and even the simple
bolted joint has undergone such improvements in de-
sign as to render it much more serviceable.

Paving Data from Brooklyn

Mention has been made of the importance of the pave-
ment in street railway tracks and it may not be out of
place to give some information, roughly compiled be-
cause of lack of close data, showing the amount of pave-
ment involved in the maintenance of street railway
tracks in Brooklyn. Out of the total trackage there are
approximately 500 miles of single track in paved streets,
requiring the maintenance of approximately 2,640,000
sq. yd. of pavement. This pavement would have a value,
at an average cost of $2.50 per square yard, of $6,600,-
000. This yardage is equivalent to the average state
highway 18 ft. in width and 250 miles long or of a
street pavement 30 ft. in width and 150 miles long.

There are approximately 850 miles of paved streets
in the Borough of Brooklyn, including streets upon
which tracks are located, and from this it appears that
the street railway maintains approximately 18 per cent
of the total paved street mileage within the borough.

In addition to this, enough paving is installed or re-
constructed in these tracks yearly to build a street
pavement 30 ft. in width and from 7 miles to 9 miles
long, and it has also been found that the street railway
maintains an average of 50 per cent of the pavement
in the streets in which it operates. This percentage
will probably hold good for most street railways in the
average city situated in the eastern part of the country.
As the property owners in New York are assessed for
the cost of all new pavement and the property on each
side bears the cost to the middle of the street, upon all
streets occupied by two tracks their assessments for
pavement are cut in half and, further, the city is at all
times relieved from the maintenance burden of half of
the total paved area after its installation. In addition,
in Brooklyn the present program of snow removal re-
quires the clearing by the railway of 1,600,000 sq. yd.
of surface.

All of these several branches of street railway track
maintenance work require large investments in special
tools and machinery designed for the purpose of re-
ducing labor costs, and such investments will probably
run from $125 to $150 per mile of single track.

While much has been published upon the subject of

economical maintenance of street railway tracks, but
little has been said concerning the economics of main-
tenance. On this subject there is room for much more
careful consideration of the fundamental laws and prin-
ciples involved than has so far been given. For in-
stance, it may appear to be economical to open a track
pavement at a joint only so much as is required to give
the necessary working space, yet this procedure may
not be in accordance with the true economy involved
because, with certain types of pavement, it has been
found that the better method is to open an area much
larger which in the end can be repaved more quickly,
more satisfactorily and at less cost for paving labor.
Similarly it may appear economical to keep rails in
service because they have not fully reached the ultimate
wear life as indicated by the head measurements, and
yet it may be necessary to spend so much on repairs of
various kinds, such as joint repairs and grinding cor-
rugated rails with the incidental paving expense, that
the true economics of the situation will show the ac-
tual rail renewal to be required. These illustrations em-
phasize the statement previously made to the effect that
there is room for more careful consideration of the
fundamental laws and principles governing street rail-
way maintenance.

Jitneys Fall Off in Kansas City

Records of the Metropolitan Street Railway Show a
Constant Decrease in Jitney Operation
Since Last May

THE transportation department of the Metropoli-
tan Street Railway of Kansas City has prepared
an interesting chart of the progress of jitney opera-
tion in that city. It shows the high point to have
been early in May, 1915, and the low point to have
been the last day the records were kept, Jan. 29, 1916.

Tot

il Car

Inch

diug

Bu

ICS

Buse

s

1916

2 a ai l "a. = & S i| S S
DIAGRAM SHOWING JITNEYS IN OPERATION IN KANSAS CITY

Jitneys began running in Kansas City in January,
1915. The railway company's record begins with
Feb. 13, when 226 motor cars, including buses, were
in use. A period of bad weather impeded growth of
the numbers in March, but with spring the numbers
rose rapidly, to 247 in May. This was about the time
of the organization of the national association of jit-
ney owners at Kansas City, and the public was fed
with glowing stories of the success of the movement.
Immediately thereafter the numbers began steadily
to decline and with three slight exceptions continued
to do so until the severe winter weather of last De-
cember, when the descent became sharp, and only
twenty-one cars were in service on Jan. 29.

446

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 10

What the N. Y. E. R. A. Discussed

At Albany Meeting on Feb. 25 Delegates Took Up Topics of Shop Methods, Car Heating and
Ventilation, and Fare Collection — Subject of Mutual vs. State Fund Insurance

Called Forth Lively Comments

THE twenty-first quarterly meeting of the New York
Electric Railway Association, which opened with a
dinner at the Ten Eyck Hotel, Albany, N. Y., on the
evening of Feb. 24, as described in the Electric Rail-
way Journal of Feb. 26, page 404, was continued with
a technical session on the morning of Feb. 25 at the
same place. President John J. Dempsey, superintend-
ent of transportation Brooklyn (N. Y.) Rapid Transit
Company, was in the chair. The discussion during this
meeting was focussed on four topics, as follows: shop
methods, heating and ventilation of cars, fare collec-
tion, and mutual vs. State fund insurance under the
New York compensation act.

Discussion on Shop Methods

The first paper was on "Modern Shop Methods," by
P. V. See, superintendent of car equipment Hudson &
Manhattan Railroad, New York. This was abstracted
in the issue of Feb. 26, page 405. The discussion
thereon was opened by C. F. Hewitt, general manager
United Traction Company, Albany, N. Y., who asked
what the Hudson & Manhattan Railroad did to enameled
wrought-iron stanchions and grab-handles that were
chipping and wearing out. Mr. See said that his com-
pany had met with no success in re-enameling them, and
it used them until chipped and then bought more.
These articles required a special enameling process, and
the ordinary white enamel would darken and not look
good. In reply to a query by J. P. Barnes, general
manager Buffalo, Lockport & Rochester Railway, Roch-
ester, N. Y., as to whether or not an artificial drying
process is applicable to wooden cars to shorten the shop
time, Mr. See said that his company did not use wooden
cars, but utilized the same drying process for the
wooden sashes as for the steel cars. Sometimes blisters
resulted if the work was not done properly. The sashes
must be thoroughly dried, and this was done by bring-
ing them to a higher temperature than that required
for drying the enamel.

W. G. Gove, superintendent of equipment Brooklyn
(N. Y.) Rapid Transit Company, remarked that it was
no longer possible or profitable to withhold rolling stock
for the old-fashioned forms of painting, and that
shorter methods were desirable from the point of view
of economy. In his mind there was no question as to
the value of baked-on enamel for steel cars; the only
question was in regard to facilities for such work.
Mr. Gove felt that car-cleaning was an essential part of
operation, and that slack methods along this line did
more to arouse public criticism than did poor car paint-
ing. He thought that some cheap but efficient cleaning
method might be developed that would be better than
any now used. Vacuum cleaners for interior work
might be utilized, these in his opinion not being now
used outside of San Francisco.

W. J. Harvie, engineer Allen & Peck, Inc., Syracuse,
N. Y., raised the question as to whether or not there is
any definite period before rust begins to appear around
rivets and between plates on steel cars, and how long
before this condition requires attention. Mr. See ex-
plained how under early conditions, when with no yards
the cars were stored in tunnels just completed and not
waterproof, and the painting and the shop facilities

were poor, some cars had rusted through and required
complete new roofs. Under better conditions, however,
cars six or seven years old that were treated properly
show no deterioration, and no sand blast has been used
to clean them. Cars of the Pennsylvania Railroad used
in joint operation .on the Newark line have been out
five or six years and the steel is not changed. Mr. See
believed that when equipment is treated properly it
takes ten or twelve years before a sand blast is needed.
In reply to another question from Mr. Harvie, Mr. See
said that the company has a six-car space in the paint
shop and runs out one car a day, so that it ordinarily
takes six days to put a car through the shops. In one
special case for the management, however, a car was
completely painted in forty-eight hours.

Mr. McElroy on Heating and Ventilation

The second paper was on "Heating and Ventilation
of Urban Cars," by Horace A. Abell, assistant engineer
Schenectady (N. Y.) Railway, as abstracted in the
issue of Feb. 26, page 405. John H. McElroy, assistant
engineer Consolidated Car-Heating Company, Albany,
N. Y., said that Mr. Abell's paper showed the absolute
uniformity of the temperatures in the different portions
of a car heated by electricity, thermostatically con-
trolled. For the seven days reported, the temperature
at the floor varied from 52 deg. to 53 deg., while at a
point between the breathing level and the ceiling it
varied from 52 deg. to 54 deg. With the thermostat
set to work between 53 deg. and 55 deg. the distribution
and constancy of the heat, as shown in the test, was
characteristic and worthy of attention. The tempera-
tures with the stove-heated car showed the seat to be
from 10 deg. to 27 deg. warmer than the floor. The
saving in current was computed at 26 per cent on the
coldest seven days of the month during which the test
was made (the most disadvantageous time of the year
from the standpoint of the thermostatically controlled
car), and the result was remarkable when it is remem-
bered that the big savings due to thermostats are had
in the late fall and early spring.

Mr. McElroy expressed his regret that the time al-
lowed for discussion did not permit the introduction of
tests covering a wide enough range of temperatures to
give the electrically heated cars an opportunity to show
what they could do. Careful tests covering an entire
heating season showed that the percentage of saving
due to the thermostatic control of electric heat when
the outside temperature was 28 deg. was double that at
20 deg.; at 34 deg. it was three times that at 20 deg.,
and at 38 deg. it was four times that at 20 deg. These
percentages were based on an 18 per cent saving at
20 deg., and it is interesting to note that the mean
temperature for the entire month of January, 1916, at
Albany, which is the nearest weather bureau station
to Schenectady, was 29.2 deg.

Mr. McElroy considered that the comparison between
the different methods of heating cars given by Mr.
Abell was fair only during a few days of the year, and
then only in case the data and assumptions were correct,
which in many cases he found not so. For instance,
Mr. Abell gave the power consumed by the stove
motor as 180 watts, costing 22.5 cents per 100 car-

March 4, 1916]

ELECTRIC RAILWAY JOURNAL

447

hours. He neglected, however, the fact that the re-
sistance by means of which the trolley voltage was re-
duced to 220 dissipated nearly twice this power, rais-
ing the cost to 60 cents per 100 car-hours.

Moreover, Mr. Abell did not include any costs of the
current, interest or depreciation, maintenance and re-
pairs, or cost of hauling of six cab heaters consuming
3.3 kw., which even during the past week, with an
outside temperature of 30 deg., were permanently con-
nected by a jumper so as to help heat car No. 507, the
test car heated by the stove. It should be noted that on
cars No. 509 and No. 511 the cab heaters were so wired
that only one platform could be heated at a time. Thus
the stove-heated car used for heating purposes, in addi-
tion to the cumbersome stove, 44 per cent as much cur-
rent as was required to heat the thermostatically con-
trolled car. No reference was made by Mr. Abell to
this fact.

Among other points Mr. McElroy also asserted that
the weights of the equipment as given in the paper
were seriously in error. The electric heater equipment
exclusive of wiring weighed 296 lb. The difference
between this and 475 lb. called for considerable wire, 179
lb. per equipment. If the cab heaters in the stove-
heated car were assumed to counterbalance those in the
other cars, the weight of the electric heaters and switch
should be reduced to 209 lb. Moreover, Mr. Abell's
costs were based on an average consumption per car-
hour of 10.64 kw.-hr. for car No. 511, which was more
than the heaters could possibly take with all three
points of heat, although the system in force, for the
non-observance of which there was no excuse on a car
under test, called for a maximum consumption of 6.92
kw.-hr. on five of the seven days recorded. Another
point was that the cost of the repair parts furnished
for electric heater equipments to the road on which the
tests were made averaged only 30.5 cents per car per
year during the seventeen years' use of electric heaters.
This was equivalent to less than 1 cent per 100 car-
hours. The depreciation at 7 per cent was also exces-
sive, as the heaters on the cars tested had already been
in service for fourteen years and were then in first-
class condition. Lastly, no account was taken of the
fact that the use of the stove necessitated the removal
of seats for two passengers.

In general, Mr. McElroy said that few of the com-
putations could be checked from the data given, but
the errors and omissions mentioned could not but cast
serious doubts on the value of all. Referring to ven-
tilation, he mentioned that the car heated by the ven-
tilating heater actually showed 29.5 per cent more air
exhausted through the ventilators with the blower in-
operative than it did with the blower working, the
blower being the only feature about a coal-burning, gas-
producing stove that entitled it to be called a ventilat-
ing unit. It was obvious that the amount of air
exhausted through the ventilators of cars No. 509 and
No. 511 should be at least as great as that of car No.
507 with the motor stopped. It did not seem possible
that ventilators which exhausted 85 per cent of the air
with the motor stopped were able to handle only 59 per
cent with the motor running. The estimated intake
must be in error or considerable of the ventilation must
be due to the car itself if 41 per cent of the air went
out through openings around doors and windows with
the blower working, when only 15 per cent was dis-
charged from the same car without the blower, although
there was but little difference in the total amount of
air brought into the car and consequently slight dif-
ference in the pressure outward.

Finally, Mr. McElroy called attention to the fact that
in the State of Massachusetts and the city of New York

no coal is allowed to be burned in cars. This, he said,
was doubtless due in large measure to the danger from
a health standpoint, although the serious danger from
fire, as instanced recently in the Chicago accident when
a steel car ran off the track hurling burning coals about
the car and seriously burning eleven passengers, might
be a contributing influence.

Other Discussion on Heating and Ventilation

Mr. Harvie complimented Mr. Abell on the thorough-
ness of the tests made in Schenectady and emphasized
particularly the truthfulness of Mr. Abell's remarks
that the majority of complaints in regard to ventilation
and heating are due to a "psychic condition of mind."
Mr. Harvie said that cars in city service were more
easily regulated as regards heat than those in inter-
urban service, for in the between-season period the heat
on the city cars could be turned off. He had often seen
passengers on interurban cars pick out the side oppo-
site the heating apparatus. Double windows made it
difficult to control the heating. In his experience more
heat was frequently found in the front of the car even
if the doors were kept reasonably closed, the difference
in temperature between the two ends being very notice-
able. Mr. Harvie felt that the whole problem of heat-
ing and ventilation had not been put up to the manufac-
turers as thoroughly as possible.

Methods of Fare Collection

Mr. Harvie then read his paper on "Methods of Fare
Collection," which is abstracted elsewhere. In com-
menting thereon, Robert M. Colt, general passenger
agent Fonda, Johnstown & Gloversville Railroad, Glov-
ersville, N. Y., said that in the matter of collecting
children's fares, which was often a point of difficulty
to electric railways, his company had helped the con-
ductors through putting up in the rear of the car a
placard clearly stating the company's rules and rates
of fare. Talks with conductors had disclosed the fact
that this device had been of great benefit in obtaining
without dispute the stipulated fares for young passen-
gers. Mr. Colt also described a combination duplex hat
check and fare record which had recently been sent to
his company and was being considered. This check is
split as the terminal or station is neared, the conductor
taking up half, which must tally with the carbon pre-
sented to the auditor.

James F. Hamilton, general manager Schenectady
Railway, said that several years ago his company, which
has an all-cash fare, began to use a duplex showing the
fare paid and the points between which the passenger
traveled. Later, the conductors were compelled to col-
lect the slips from the passengers when leaving the car.
In regard to the point that the conductor might not
issue a duplex to some passenger, Mr. Hamilton said
that the conductors were very closely checked, and it
was deemed thievery if it was found that no duplex
was issued. If by chance the conductor missed a pas-
senger the first time through, there would be no excuse
for not discovering this on the later collection of the
slips.

According to C. E. Holmes, general passenger agent
Albany (N. Y.) Southern Railroad, his company is still
looking for an ideal method of fare collection. To his
mind the great trouble is to get the passengers suffi-
ciently interested to see how much fare was paid and
whether or not the amount was correct. During the
winter the company tried an experiment with the
duplex, on which the figures for the fare were printed in
large type, but after the first show of interest the public
soon became indifferent. Mr. Holmes believed that
there was needed for interurban fares something that

448

ELECTRIC RAILWAY JOURNAL [Vol. XLVII7 No. 10

is in use in the cities, a pay-as-you-enter or a pay-as-
you-leave fare, but no completely satisfactory system
had yet been found.

State Fund Insurance

The last subject, mutual vs. State fund insurance,
was treated at length from the State fund point of
view by F. Spencer Baldwin, manager State Insurance
Fund of New York. Mr. Baldwin briefly described the
relative merits of the four possible methods of insur-
ance, as follows : self-insurance, stock company insur-
ance, mutual insurance and State fund insurance. In
his opinion the first form is really not insurance at all.
for under this form a company simply carries its own
risks and gambles as to the necessity for compensation
payments. This form is practically certain to grow less
popular, for sooner or later a scandal will arise through
the inability of some company to meet its payments in
the face of a catastrophe, and then the State will put
an end to the practice. As regards stock company in-
surance, this is needlessly expensive and wasteful, like
the old discarded practice of farming out taxes. Mod-
ern progress demands that all superfluous overhead
charges for agents' commissions and all stockholders'
profits be eliminated in the interest of both the em-
ployee and the employer. The stock company rate for
electric railways (not interurban) per $100 of payroll
is $3.24, while the State fund rate is $2.50, a saving of
33 per cent in favor of the latter. Moreover, the State
fund has paid to electric railways dividends averaging
15 per cent, making a total saving of 48 per cent, as
compared to stock company insurance. If the State
fund had maintained a large electric railway group
from its beginning, it could have paid dividends
amounting to 40 per cent.

Mr. Baldwin stated that mutual insurance as well as
State fund insurance cut out the economic waste in-
volved in the stock company form, for the premium in
each case is not loaded for profits or for acquisition
expenses. Mutual trade insurance enables the em-
ployees to obtain protection at the exact cost of the
insurance risk in their particular business. If electric
railways favor this form of insurance, they should or-
ganize their own mutual in order to secure the benefit
of their own experiences, and not be burdened with the
hazard of other industries with less care in accident
prevention. But all the advantages of such a separate
organization can be obtained through insurance in the
State fund, however, for this already has its separate
electric railway group which gets the benefit of the
experience of all its members and of their efforts for
accident prevention, and is insured at the actual net
cost of carrying its own risk. A separate account is
kept for the group, and at the end of the fiscal period
any excess is credited to the members on the next
premium due.

Moreover, said Mr. Baldwin, insurance in the State
fund has certain advantages that are not obtainable
in mutual insurance. In the first place, the insurance
is offered at the lowest cost. Other things being equal,
the loss ratio of the trade mutual and the State fund is
the same, but the expense ratio in the State fund is
lower. For the eighteen months ended Dec. 31, 1915,
the expense ratio of the State fund was 14 per cent,
and the fund is now operating at an expense ratio of
12 per cent. The expense ratio of the Brewers' Mutual
Indemnity Insurance Company is almost as low as this,
but no other ratio is anywhere near it. The expense
ratio of the largest mutual company in the country is
25 per cent, while that of the third largest mutual is
more than 25 per cent.

The second advantage of the State fund noted by

Mr. Baldwin was the fact that the employer is relieved
from all liability for injuries or death to employees,
this exemption not being granted to mutual insurers.
The Appellate Division of the New York Supreme Court
has held that the State fund policy gives absolute pro-
tection to the insurer in every case. Cases started to
test this were all withdrawn when the facts were under-
stood. As a third advantage under State fund insur-
ance, there is a release from assessment liability, while
in mutual trade insurance the insurers have such a lia-
bility up to 100 per cent. The present law states that
in the event of the withdrawal of an employer his lia-
bility for assessment shall continue for a year, but Mr.
Baldwin explained this to be only a nugatory reference
to another provision which the legislators decided not
to adopt. In the absence of explicit statutory authori-
zation of assessments, the Workmen's Compensation
Commission and the Industrial Commission have both
ruled against any assessment of insurers in the State
fund, and the Attorney-General has formally ruled that
the policyholders are not subject to assessment.

The last advantage of the State fund cited by Mr.
Baldwin was that the electric railway group therein
has the protection of the whole fund, while if the car-
riers constituted an outside mutual no similar condi-
tion would obtain. The fund now has 8500 policyhold-
ers with a semi-annual premium income of more than
$700,000. In the first eighteen months the fund earned
a surplus of nearly $600,000, after paying losses of
$300,000, setting up reserves of $900,000 for future
payments and also creating a catastrophe reserve of
$150,000. The fund to-day, asserted Mr. Baldwin, is
in the soundest possible condition.

Mutual Insurance

The spokesman for mutual trade insurance was E. L.
McManus, Jr., general manager Brewers' Mutual In-
demnity Insurance Company, New York, N. Y. Mr.
McManus said that the brewers of Greater New York,
because of their desire for economy and their great per-
sonal regard for their employees, decided after careful
consideration to organize a trade mutual insurance com-
pany and limit its membership to brewers or allied
trades. Accordingly, forty-eight brewers started the
Brewers' Mutual Indemnity Insurance Company on July
1, 1914, with an annual premium of approximately
$365,000. The company has been in existence now
twenty months, using manual rates with credits for
meritorious conditions in the plants. It has paid all
the benefits required by law and in addition many not
required, has set aside all necessary reserves and has
made a saving of 32 per cent of the premiums, or ap-
proximately $190,000. This amount represents the sum
that the brewers saved by operating their own company.
As compared with a pure trade mutual insurance com-
pany properly managed, Mr. McManus asserted, no
State fund or other company could hope to equal the
cost or the service.

Mr. McManus said that subscribers to the State fund,
while undoubtedly protected, could not expect the policy
of the fund — admittedly a political creation — to remain
year in and year out the same. Nor could they expect
the same degree of diligent control to be exercised, as
is the case in a trade mutual insurance company, the
funds of which are at all times controlled by the men
most interested, i.e., those who have advanced the
money.

In trade mutual insurance, according to Mr. Mc-
Manus, there is no cause for worry over the rate
charged, be it ever so high, because, after all is said
and done, this form of insurance is nothing more or
less than a strictly cash proposition. So much is put

March 4, 1916]

ELECTRIC RAILWAY JOURNAL

449

up, so much is spent in benefits, and, necessarily, so
much is left to go back to the subscribers. In the State
fund, however, no cash dividend is received. If a com-
pany is fortunate enough to have a dividend coming to
it from the State fund, its policy must be extended in
order to get a credit for that amount.

In conclusion, Mr. McManus called attention to the
fact that much is being said and written regarding
governmental ownership and control of public service
corporations. For these corporations to participate in
a movement as radical as the State fund, is only a step
removed from indorsement of governmental control and
ownership. What the brewers have done the electric
railroad corporations can do. Mr. McManus said that
the records, books and methods of the brewers' insur-
ance company were at the disposal of the carriers. He
hoped that the electric railways would start their own
company, run it for themselves and reap the pleasure
of personal supervision over the payments to employees,
who, after all, are the men that should be looked out
for and not left to outside companies not interested in
their welfare.

Discussion on Compensation Insurance

Mr. Barnes asked Mr. McManus to state the approxi-
mate cost of the Brewers' Mutual Indemnity Insurance
Company as compared to the cost under the State
fund plan and under stock company insurance. Mr.
McManus replied that the total mutual premium of
$365,000 for a year's business would also have been paid
for stock company insurance, but that there would have
been no return in the form of dividends to the policy-
holders under the latter plan. As for the State fund,
this would have lost money on brewers' insurance. Mr.
Baldwin, however, would not at all concede that any loss
would have been suffered by the State fund, for it would
have charged a sufficient premium to cover a special
class of brewers and would have refunded the excess
after making all proper reserves, without deducting
anything for management expenses. Under this plan
the brewers would properly have saved 20 per cent of
their premiums.

With regard to the fact that dividend payments under
the present law are credited to the next premium in-
stead of being returned in cash, Mr. Baldwin said that
the law was defective in that no provision was made
for payment of cash dividends to any employers who
withdrew from the fund. He stated, however, that he
himself had introduced a bill into the Legislature this
year to remedy this fault.

E. A. Maher, Jr., assistant general manager Third
Avenue Railway, New York, N. Y., then mentioned the
fact that until 1917 the expenses of the State fund are
paid by the State, and asked whether the expenses
after the beginning of 1917 would not be paid out of
the premiums. Mr. Baldwin explained that out of every
$1 of State fund premium 64 cents represent the insur-
ance payments and reserves to carry payments to
maturity, 5 cents the special catastrophe reserve, 12
cents the expenses, giving a total cost of insurance and
overhead of 81 cents and leaving a margin of 19 cents
for dividends. Mr. Baldwin thought that this margin
was sufficient to allow the State fund to assume the
management expenses and make the transition to a
self-supporting basis without advancing the rates or
curtailing the dividends. He believed that it should
even be possible to cut the expenses to less than 10 per
cent with increased business.

James E. Hewes, general manager Albany Southern
Railroad, related how for ten years his company had
been paying 1 per cent of the gross receipts for stock
company protection and had suffered only $500 loss,

but as a result of an application to the State fund man-
agement had secured a decrease of 50 per cent from the
stock company rate. Mr. Hewes testified that his com-
pany had received good service from the State fund.
Mr. Baldwin remarked that the State fund was render-
ing service comparable to that given under any other
insurance plan, and he mentioned the fact that one
industrial company in the State with eight plants had
tried out stock company insurance in three, mutual
insurance in two and State fund insurance in the re-
maining three, but that now all plants were insured in
the State fund. In general, he believed that the State
fund was better as regards cost, and also gave far more
satisfactory service to the policyholders.

In regard to electric railways in particular, Mr. Bald-
win stated that on Dec. 31, 1915, the earned premiums
for the electric railway group in the State fund
amounted to $68,162, while the losses and payment re-
serves totaled $34,816, giving a loss ratio of 51.1 per
cent. From this he concluded that the rates now
charged are absolutely adequate and yield substantial
dividends.

Mr. Hewes said that there might be some question as
to whether the State would eventually grow lax in its
efforts to reduce cost, but that this danger was not so
important as the danger in mutual insurance that ad-
verse legislation might increase the cost of insurance.
He felt that with the State as a partner, legislators
would be more careful about having arbitrary and per-
nicious laws rushed through by labor organizations.
He also emphasized the point that the State fund is well
balanced as regards the different risks, and this factor
of diversity is an important advantage in making the
State fund safer than the mutual plan of insurance.
Mr. McManus favored the mutual plan, because he be-
lieved that electric railway employers were better ac-
quainted than State officials with the conditions and
the needs of employees.

With this discussion the business of the session was
completed, and after votes of thanks to the speakers
and the hotel management the meeting was adjourned.

Methods of Fare Collection

BY WILLIAM J. HARVIE

Engineer Allen & Peck, Inc., Syracuse, N. Y.

Transportation as supplied by the common carrier is
of two kinds : "long distance," such as is provided by
the steam railroads, and "local," such as is now gener-
ally supplied by the city, suburban and interurban elec-
tric railways. These two kinds of service are distinct
and separate and in many ways require widely different
methods in the treatment of the problems presented in
their operation. The differences between the two have
become less pronounced with the more recent high-
speed electric interurban systems, but the two kinds
do not exactly coincide. It is to the second or "local"
type that the subject of this paper applies.

Industrial progress often develops in cycles, and the
collection of car fares on the various systems of street
and interurban railway in this country is no exception.
Since the original "pay box" installed on the center
panel of the front bulkhead of the old horse car, the
electric railway industry has been subject to all sorts
of whims and fancies with regard to fare collection
systems, both simple and complex. We have thus been
experimenting and trying out all the devices offered, in
the hope of at last finding the one "best one." We
have been led up many blind alleys, of course, but we
have already safely completed the first cycle, and have
progressed so far as now to be face to face with a
host of different devices and systems more or less per-

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ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 10

feet. In what direction shall we turn next? Probably
another cycle awaits us. Let us, however, study the
problem a little, before we start on our new cycle.

In the past, much energy has been spent in perfect-
ing devices for collecting fares, but infinitely less energy
has been spent on the question of what the basis of the
fare itself should be. Only recently has this question
had the attention it deserves. In the writer's opinion
the question of fare collection is inseparable from that
of the basis of the fare itself. They must be consid-
ered together.

Looking back over the methods of the steam railroad
or "long distance" group, we do not find that the energy
spent upon devices for collecting fares has been greater
than that spent upon the basis of the fare itself, but
rather the reverse. We find also that the steam rail-
roads have adhered as tenaciously to the basis of a
charge dependent on the distance traveled, as we have
to a charge of an unvaried sum for a varying distance
dependent in many cases only on the location of the
houses built along our line of road — a most absurd
basis. In relatively few cases, mostly long interurban
roads, is the basis that of the distance traveled.

The problem really is not as formidable as would at
first appear and solution is possible if we approach the
double problem in its broadest aspect. The funda-
mental principles which must be granted are: (1) The
passenger is willing to pay a proper amount for being
transported a desired distance; (2) the carrier desires
to furnish transportation proportionate to the fare
charged, and (3) the basis of charge shall be equitable
and fair both to the passenger and to the carrier. These
principles form the real basis of all transportation
business. The first and second have to do more par-
ticularly with the collection system, the third with the
amount of fare charged.

If we grant the third, we have at once a sliding scale
of fares based on the cost of construction and expense
of operation, while the first and second take into ac-
count the distance traveled over and above the initial
charge. For example, assume a minimum charge of 5
cents and 2 cents per mile or fraction thereof. In
the simplest case, that of a suburban or interurban
road, the passenger may ride his first mile for the
minimum fare and for each additional mile or fraction
thereof he pays 2 cents and so on for other distances,
so that a ride of 10 miles would cost him 23 cents and
20 miles 43 cents. In a city system the passenger
would pay the minimum fare as above, as well as what-
ever charge per mile or fraction thereof was found to
be warranted by the conditions. If it were 2 cents,
then for 2 miles he would pay 7 cents; if 3 miles, 9
cents, and so on. The difference — the excess over 2
cents per mile — would constitute a "ready to serve"
charge. The amounts taken as a basis above are of
course arbitrary and should in each case be fixed ac-
cording to the cost of service.

Such a "distance system" properly worked out as to
unit rate and distances would eliminate entirely the
troublesome overlapping fare zone and its accompany-
ing ills, and would insure a return to the carrier based
only on service rendered, which would be eminently fair
to both passenger and carrier. The collection of fares
would necessitate dividing the line into sections by
means of markers of some sort, in order that both pas-
senger and conductor might know the distance traveled.
This would be accomplished in the case of the simple
suburban line, by marking with numbered signs the
quarter miles, say, or if stops were infrequent, the half
miles. In the city system, the markers might be mul-
tiples of the city blocks. The collection might be on
either the pay-as-you-enter or the pay-as-you-leave sys-

tem, as the conditions warranted. In any case the pas-
senger would enter and leave the rear end of the car,
passing the conductor both in and out. A device in-
stalled in place of the present fare box and operated
by the conductor would produce a passenger hat check
on which would be recorded merely the points between
which the passenger was riding, and a duplicate of
which would be automatically turned into the machine.
Coupon books of suitable form and denomination would
assist the passenger and conductor in making change.

The foregoing outline covers the essential points of
such a collection system based on a "distance" charge,
the details of whidh should not be more difficult to work
out than many of the best systems in present use. The
successful operation of such a system would, of course,
depend to a large extent upon the co-operation of the
traveling public, as is the case with any of the present
systems. This co-operation should be readily obtained
by publicity, provided the third fundamental principle
were properly carried out. The writer is firmly con-
vinced that once a reasonable and equitable basis is
established, upon which to build a collection system,
the need for continued experiments will have passed.

Denver Tramway Adopts New
Trademark

The three great partners of every public utility, the
public, the employee and the investor, an idea aptly put
into concrete form by F. W. Hild, general manager

Denver (Col.) Tramways, in
a recent address before the
Denver Chamber of Com-
merce, has found expression
in a design or trademark,
shown herewith, which has
been accepted and adopted
by the Tramway Company.

"If any one of the part-
ners suffers," said Mr. Hild,
"the other two will sooner
or later suffer also. The
public is entitled to good
service, the employee is en-
titled to good wages, and the investor is entitled to fair
returns on the money which makes possible the enter-
prise."

To bring out the best ideas expressing his thought in
a trademark, Mr. Hild inaugurated a prize contest. More
than 1000 designs were submitted by aspirants in Den-
ver and surrounding towns. A combination of the ideas
of the first and second prize winners was finally adopted
by the company.

DENVER TRAMWAY S NEW
TRADEMARK

Electric Locomotive with Smokestack

What is said to be the only electric locomotive
equipped with a smokestack recently completed a trans-
continental tour from San Francisco to New York,
where it is used by the Pennsylvania Railroad in haul-
ing trains under the Hudson River between its New
York Terminal and Manhattan Transfer. The locomo-
tive is being returned from San Francisco, where it
was exhibited by the Westinghouse Electric & Manu-
facturing Company, which furnished the electrical
equipment for it. The reason for the smokestack is that
the Pennsylvania and Westinghouse companies, wishing
to insure its safe and prompt return from San Fran-
cisco, have sent with it a personal tracer, and in order
to give him comfort during storms, a cab containing a
small coal stove and smokestack was erected.

March 4, 1916]

ELECTRIC RAILWAY JOURNAL

451

C. E. R. A. Banquet and Final Session

Association Celebrates Tenth Anniversary with a Banquet at Which an Ivory and Gold-Mounted
Gavel Was Presented to President Henry — Proceedings of Final Session and
Remainder of Papers at the Dayton Meeting

ONLY one paper, that by J. Rowland Brown on "Gas
Weld Rail Bonding," was presented at the final
session of the Central Electric Railway Association
held on Friday morning, Feb. 25. Essentially this
paper was the same as the one Mr. Brown delivered
before the Illinois Electric Railway Association meeting
held in Chicago on Nov. 6, 1915, an abstract of which
appeared on page 1087 of the Nov. 27, 1915, issue of
Electric Railway Journal. Immediately following
the presentation of this paper the report of the nomi-
nating committee was requested, and the following
officers were duly nominated and unanimously elected :
President, A. Benham, general manager Ohio Electric
Railway.

First vice-president, C. N. Wilcoxon, president Chi-
cago, Lake Shore & South Bend Railway.

Second vice-president, F. W. Coen, vice-president and
general manager Lake Shore Electric Railway.

Secretary and Treasurer A. L. Neereamer was re-
elected.

The executive committee appointed for the ensuing
year is composed of the following members : C. L.
Henry, president Indianapolis & Cincinnati Traction
Company; F. D. Carpenter, president Western Ohio
Railway; H. A. Nicholl, general manager Union Trac-
tion Company of Indiana; S. W. Greenland, general
manager Fort Wayne & Northern Indiana Traction
Company; John F. Collins, general manager Michigan
Railway; W. A. Carson, general manager Evansville
Railways ; R. A. Crums, general manager Dayton &
Troy Electric Railway ; John F. Keys, general passenger
agent Detroit United Railway; E. B. Peck, vice-presi-
dent Terre Haute, Indianapolis & Eastern Traction
Company; S. D. Hutchins, representative Westinghouse
Traction Brake Company; W. H. Bloss, representative

Ohio Brass Company, and L. T. Loftus, auditor Indian-
apolis & Cincinnati Traction Company.

Immediately following the election of officers, Mr.
Benham, the new president, was conducted to the chair.
Invitations were received from the Chamber of Com-
merce of Cincinnati, Ohio, and from F. R. Coates,
president of the Toledo Railways & Light Company, to
hold the November meeting of the association in their
respective cities. W. A. Carson, Evansville Railways,
read the report of the committee on resolutions. Presi-
dent Henry was congratulated upon his election as
president of the American Electric Railway Association
and thanked for the able manner in which he had han-
dled the affairs of the Central Electric Railway Asso-
ciation as its president. The thanks of the association
were also extended to the Terre Haute, Indianapolis &
Eastern Traction Company for furnishing a special car
to convey a party to Detroit and Jackson, Mich., which
resulted in the complete interurban mileage of the De-
troit United Railway and that of the Michigan Railway
coming into association membership. The Interstate
Public Service Company and the Indianapolis & Louis-
ville Traction companies were also thanked by the asso-
ciation for furnishing an interurban car to the special
party which was successful in bringing the Louisville
& Interurban Railroad into the association. The asso-
ciation thanked the Ohmer Fare Register Company and
the Peoples' Railway for their entertainment during
the Dayton meeting. Resolutions thanking the non-
members of the association who took part in the regular
program were also reported, as well as resolutions con-
doling the families of C. M. Witt, storekeeper of the
Union Traction Company of Indiana, and George
Parker, general freight agent of the Detroit United
Railway, members of the association, who had died re-

BANQUET AT ANNUAL CONVENTION OF C. E. R. A. AT DAYTON, FEB. 24

452

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 10

cently. An abstract of the paper read at the meeting
on Thursday by H. M. Waite, city manager of Dayton,
discussing the commission manager form of government
in Dayton and its relations to public utilities, is in-
cluded below. An abstract is also published of the
paper by Q. W. Hershey on "Induction Motor Operation
on the Norfolk & Western."

Association Banquet

At the banquet on Thursday evening, President Henry
acted as toastmaster and 237 members and guests at-
tended. President Henry proudly announced the fact
that the association now had 142 supplymen members
and embraced more than 4000 miles of interurban rail-
way lines. He emphasized particularly the cordial rela-
tions existing between the railway and supply members
of this association, and urged the association's hearty
support in bringing about a similar relationship in the
American Electric Railway Association. A report of
President Henry's remarks was published in the issue
of last week. Judge Baggot of the Dayton Municipal
Court gave an address of welcome in the absence of
George W. Shroyer, Mayor of Dayton. Following this,
S. D. Hutchins, representative Westinghouse Traction
Brake Company, addressed the banqueters on the rela-
tion between the manufacturer's representatives and
the railway members, and closed by presenting Presi-
dent Henry with an ivory gavel mounted in gold and
jewels. Mr. Hutchins' address and a photograph of
the gavel are shown elsewhere in this issue. On the
gold band around the head of the gavel is the following
inscription : "Presented to Mr. Charles L. Henry, presi-
dent of the American Electric Railway Association,
Central Electric Railway Association and dean of elec-
tric railway development, by the supply men members
of the Central Electric Railway Association as a slight
token of esteem. Feb. 24, 1916." An interurban car,
with a diamond for a headlight, is also engraved on the
gold band.

President Henry gracefully acknowledged this evi-
dence of appreciation on the part of the supply men
members of the association, following which a letter
from the Hon. James M. Cox, ex-Governor of Ohio, was
read, stating that he regretted that he was unable to be
present at the banquet. In his stead, B. S. Josselyn,
formerly president of the Portland (Ore.) Railway,
Light & Power Company, addressed the association.
Among other things he said that he was a strong advo-
cate of applying the golden rule to railway operation.
In his experience at Portland he had found the claim
department expense was the heaviest carried by the
company, and represented between 6 per cent to 8 per
cent of the gross income. To change this condition
Mr. Josselyn adopted the policy that the company would
in no case of damage attempt to evade responsibility.
He said that he felt that the majority of claims could
be settled outside of court, and that if suits were filed
they would be from one of three causes. Either the
railway company denied its responsibility, or the de-
mands of the claimant were exorbitant, or there was
some doubt concerning the responsibility.

As a result of the adoption of this policy, nineteen
out of every twenty cases were non-suited. Later this
result became a political issue, and in several instances
judges were forced to run for office on a platform
opposed to the non-suiting of damage cases. Ending
July 1, 1915, this policy had been in effect eight years,
and for the entire period the money paid out for claims
never exceeded 3 per cent of the gross income. Mr.
Josselyn considered this an excellent record when the
fact was taken into account that the cars operate on
narrow streets, over steep grades, where blocks average

200 ft. long and where the headway of the cars during
the rush hours was as great as seventy-five cars per
hour.

F. H. Rike, president of the Greater Dayton Associa-
tion, then addressed the banqueters on the "Functions
of the Modern Civic Commercial Organization." Fol-
lowing this address, John Benham, of the International
Register Company, announced the schedule of the pro-
posed boat trip to be held at the time of the June meet-
ing of the association. Arthur W. Brady, president of
the Union Traction Company of Indiana, concluded the
program with a brief description of the early days of
the Indiana and Ohio associations, which later formed
the original Central Electric Railway Association, and
then discussed the development of the commission idea
from its beginning to the present time.

Commission-Manager Government and Its
Relation to Utilities

BY H. M. WAITE

City Manager, Dayton, Ohio

In general, a form of government for American cities
modeled after that of the federal government has been
found to be entirely too cumbersome, and a substitute
form of government by commissions has been widely
adopted by a large number of municipalities in this
country. The adherents of a straight commission form
of government, however, have found through experience
that this plan has many defects, such as a lack of cen-
tralized authority, a confusion of legislative and ad-
ministrative functions, and an ineffectiveness of at-
tempting through the ballot to select trained officials
for particular functions of government. On account
of these conditions there has developed a sentiment for
what is known as the commission-manager form of
government, which is now in operation in at least
seventy-three cities in the country.

When the charter commission of Dayton set out to
formulate a new charter, it applied business experi-
ence in order to overcome the foregoing defects of the
straight commission plan. The form adopted calls for
a commission of five elected at large on a non-partisan
short ballot, this commission having the power to employ
a city manager at any salary deemed advisable. The
manager can select five directors and administer the
government as directed by the commission. The man-
ager acts with his commission just as any executive
acts with his board of directors. The directors cover
the departments of law, welfare, finance, safety and
service. The service director occupies a most im-
portant position, for this official has charge of enforc-
ing all the obligations of privately-owned or operated
public utilities.

The section of the new charter relating to franchises
and public utilities is unique, practical and enforceable.
The commission is authorized to make public utility
grants subject to petition and referendum and to renew
the same, with the restrictions that no exclusive fran-
chise or renewal shall ever be granted and no franchise
shall be renewed before one year prior to its expiration.
In the grant the commission must prescribe the kind
and quality of service, the rates, the use of public
property and other terms of public interest. In all
grants the right must be reserved for the city to pur-
chase the property at a price fixed in the ordinance or
to be fixed as provided by the ordinance. The value of
the original franchise grant or renewal cannot be in-
cluded in the purchase price. Other provisions cover the
control of the commission over extensions and the loca-
tion of tracks, etc., in the public streets.

The possibilities under this section of the charter

March 4, 1916]

ELECTRIC RAILWAY JOURNAL

453

are indeed great, for instead of the usual bickerings
and political plays which characterize old utility grants,
the city of Dayton now presents the sight of the city
officials working with the utilities in the drawing of
franchises fair to both sides. Under the present plan,
men of experience and expert knowledge prepare details
for the commission, and there are no committees of
council, no politics and no premature or demagogic pub-
licity. This does not mean, however, that the city of
Dayton has no publicity, for the charter was in reality
founded on pitiless publicity and co-operation with the
press in trying to give the public what is right and
what it ought to have.

The old day of utilities in politics is over. In the past
the government, to some extent, was debauched by
representatives of public utilities simply because these
concerns were forced to play the game. It is also not
to be forgotten that not so long ago the dominant politi-
cal party in the large city usually was guided in its
inspirations and activities by the suggestions coming
from the representatives of public utilities. In some
instances, the heads of public utilities were chairmen of
their respective political parties. Happily this day is
past. As the cities progress and conduct their affairs
upon a business basis, the necessity for the judgment
of public utility men in the guidance of political policies
is very unnecessary.

Induction Motors on Norfolk & Western

BY Q. W. HERSHEY

Westinghouse Electric & Manufacturing Company

The use of the induction motor on the Norfolk &
Western electrification has brought out a number of
valuable features in connection with its operation in
railway service. Since only slip rings are used, com-
mutation troubles are not present; constant speed op-
eration is secured; automatic regenerative braking is
instituted; and the simplest, hardiest character of elec-
trical equipment is made available.

In the successful handling of a long, heavy train, one
of the features requiring special care is to avoid any
tendency toward sudden changes in speed. This applies
especially in taking up slack in starting, in down grade
operation, or in reducing train tension. Through the
use of the liquid rheostat this may be ideally accom-
plished. The resistance of the rheostat is varied through
the amount by which the plates, or electrodes, are im-
mersed in the liquid of the rheostat. Actually the plates
themselves are immovable, while the liquid is made to
change its level. This change is relatively regular.
There are no fixed "notch to notch" operations, yet the
level of the liquid may be changed either by an in-
finitely small amount or through the greatest variation
possible. This practically gives an infinite number of
positions of change, with the consequent proportionate
tendency in the equipment to change its operating con-
ditions. Thereby abrupt changes in speed, or tendency
to change, may be avoided and there is eliminated all
sudden bunching of the train, breaking of the draw-
heads, etc.

With the steam locomotive, with its drivers rigidly
connected through the side rods, the matter of slippage
is ever troublesome. However, with the Norfolk &
Western electric locomotives, the drivers are divided
into four groups, or sets, each set being driven by a
pair of motors which have a constant turning effort.
Meters for the observation of the current that is taken
by each pair of motors are installed, and by these the
engineman can observe at all times the draft of current
and the consequent tractive effort put forth by each of
the four sets as its share in the effort of the engine.

Each pair of motors has its individual liquid rheostat
which, independently or collectively with all rheostats in
all motor groups, may be raised or lowered by the man-
ipulation of small, conveniently-located levers that form
part of the control system.

By this means the engineman is not only constantly
advised as to the functioning condition of the several
sets of drivers under his engine, but he has at his com-
mand a means for their control. If for any reason one
set of drivers should slip, he knows instantly which one
it is and immediately corrects the defect by reducing
the amount of current actuating those drivers so that
they may come again into normal functioning condition.
This is done without reducing power to the other sets
that are properly functioning. Also, in case it should
occur that, because of wear of tires, all drivers are not
of exactly the same diameter, with a consequent shift-
ing of energy and effort, the engineman, merely by
shifting his rheostats slightly, brings such drivers into
proper functioning.

From the subdivision of drivers and their separate
control, and the constant-speed characteristic of the mo-
tors, several important results may be observed: It is
within the power of the engineman to reduce the trac-
tive effort of any pair of drivers that has a tendency to
slip. Since each engine has its drivers divided into
four sets, the loss of adhesion of one set amounts to a
maximum loss of but 25 per cent of the total adhesion of
the engine. Also, where a set of drivers on one truck
slips, only a very slight decrease in the speed of the
train is enough to make the motors of the three prop-
erly functioning sets of drivers automatically take more
current and to make up for the effort lost by the slip-
ping drivers. The consequent avoidance of change in
the train speed eliminates the effects of lost train in-
ertia with resulting bunching and probable restarting.
If drivers do slip, they do not "run away" to an ex-
cessive speed, but revolve at practically the same speed
as before. The motors operate, with respect to speed,
practically independently of voltage conditions, so that
a slipping driver does not have, as it does in the series
operation of direct-current motors, the characteristic of
generating a high counter electromotive force thereby
reducing greatly the current taken, with consequent
complete loss of tractive effort.

In general, the operation of the electric engines has
proved to be so simple that the regular Mallet locomo-
tive crews have experienced no trouble in taking over
the electric operation. In the single-track Elkhorn
Tunnel, which forms part of the electric zone, the re-
lieving of congestion has been especially notable in its
effect on general movements over the system. It is in-
teresting to note here that combined steam and elec-
tric operation has been maintained at times through
the tunnel, thus demonstrating the sufficiency of the
scheme of 11,000-volt trolley insulation that has been
installed.

Under electric operation weather conditions do not
necessitate reductions in train tonnage as was the case
with steam. On the grade, 3250 tons is always the
normal load. This is handled with two electric engines
operating at 14 m.p.h., as against three Mallets which
were formerly required and which made average speeds
of about 1 m.p.h. Light time freights and passenger
trains are handled on the heavy grades by the electric
engines at 28 m.p.h. as against approximately 10
m.p.h. and 20 m.p.h., respectively, under steam opera-
tion. Frequently a passenger train coming into North
Fork twenty minutes late will be taken from there by
an electric engine and delivered on time at Bluestone
Junction. It has been found advantageous and thor-
oughly practicable for two electric engines to take a

454

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 10

"filled out" train of 4700 tons from Flat Top to Blue-
field. The dispatching of trains under electric operation
has been found to be the most convenient from the ease
of determining definite movements secured from known
fixed speeds and the lack of uncertainty by the elimina-
tion of necessity for taking coal and water.

These electric locomotives have now demonstrated
their reliability in the severest service in the winter
months, as attested by records of nearly 45,000 engine-
miles with no delay due to failure of engines in service.
The electric engine-mileage per day has been increased
100 per cent over that of steam, with its consequent
greater crew-mileage, and the nominal train tonnages
over certain sections have been increased over former
operation by approximately 50 per cent. All train speeds
on the grades have been increased — tonnage train speeds
have been increased more than 100 per cent on the
heavy grades, and the average over the entire zone
from the coal fields to Bluefield has been increased over
50 per cent. Congestion at the gathering points and
at former coaling and watering stations and at the
long tunnel has been eliminated, and, finally, because of
more certain movement, longer time on the road be-
tween inspections, greater flexibility in dispatching,
higher train speeds and greater train tonnages, nine
electric engines are handling a traffic which, it is esti-
mates would require thirty-three locomotives of the
Mallet type.

[The above reference to nine electric engines on the
Norfolk & Western electric zone, instead of the twelve
machines generally understood to have been purchased,
may be explained by the fact that of the original twelve
engines, one is normally held out of service for inspec-
tion, one was in a collision and is now being repaired,
and one was only recently turned over to the railroad
by the manufacturer. This leaves nine engines in actual
service. — Eds.]

Gift of Gavel to President Henry

Presented by Supply Members of C. E. R. A. After
an Address Outlining Relations Between
Manufacturers and Railway Men

AVERY pleasant feature of the banquet on Feb. 24
of the Central Electric Railway Association was the
presentation to President Henry by the supply mem-
bers of the association of an ivory and gold-mounted
gavel mentioned on page 452. The presentation speech
was made by S. D. Hutchins, Columbus representative
of the Westinghouse Air Brake Company and chairman
of the supplymen members of the Central Electric Rail-
way Association, and discussed the dependence on each
other of the manufacturers and railway men and the
need of the most harmonious relations between them.
His remarks follow:

"It might be said that our activity in association mat-
ters is prompted by a selfish motive — that of ob-
taining a closer acquaintance and relationship with
those with whom we do business, and, judging from
this gathering here to-night, from this viewpoint our
social relationships are eminently successful. However,
we maintain (and feel from the attitude of the rail-
waymen members) that we have their concurrence that
our relationship is of a broader significance, in fact, it
assumes that of mutual concern and benefit from the
standpoint of our being considerable of a factor in the
development and successful operation of the public utili-
ties, and not — as might appear — in the position of
'everything to get and nothing to give.' While our
names may not appear on your monthly payroll, a large
portion of the recompense we receive for service figures
in the expense side of the ledger of your operating ex-

penses, and, while it is probably charged into cost of
different items of material or improvements, it could be
consistently charged to that of 'consulting specialists.'

"I am convinced, from my own experience of many
years as a representative of one of the largest manu-
facturing companies and through perhaps unusual op-
portunities for observation during that period, that
there is no single factor which can be made of greater
practical value and material assistance to railway me-
chanical, operating and executive officers than the co-
operation and active .interest of the representatives of
railway supply manufacturing concerns in connection
with the numberless important and far-reaching prob-
lems that are incident to railroad operations. This co-
operation and assistance is of greater value to the rail-
road companies to-day than it ever has been before,
largely by reason of the specialization and highly scien-
tific and technical development taking place in every
art and industry. The reasons for this relationship
and interdependence are both sound and substantial:
First, the business of the railroads is primarily trans-
portation ; that is, the handling of passenger and
freight traffic, which business has now assumed stu-
pendous proportions. Second, the business of the 'sup-
plyman' so called, is to study railroad conditions as
they exist, to originate products or devices to meet real
needs as they develop, and to show the railroad man
how and why a particular product, apparatus or equip-
ment meets a real need, not only to the profit or better-

GAVEL GIVEN TO PRESIDENT HENRY AT DAYTON

ment of the railroad but contributing to convenience
and comfort, and providing additional factors of safety
to which the traveling public is entitled.

"While there are exceptions, of course, the fact of
the matter is that the representatives of practically all
reliable railway supply houses are not merely salesmen,
in the narrow sense of that term, but experts, educated
in their respective lines far beyond what would be pos-
sible for any busy railroad official. In other words, the
supplyman is able to bring to the railroad official not
only a different angle of view but a wealth of data and
experience along the line of the specific railroad prob-
lem in which he is particularly interested. Whether it
happens that apparatus is purchased from such supply-
man or otherwise, the opportunity is afforded the rail-
road man to acquire pertinent and valuable information
which, in the nature of things, he cannot originate for
himself through such imperfect media as correspond-
ence or individual research.

"This, however, may be somewhat superficial, but
with a brief time-saving interview with the supplyman
you have a detail analysis and clear understanding of
all the functions and advantages of the device, as well
as the reasons for its production.

"It may well be said in this connection, however, that
the technical journals, especially those serving this or-

March 4, 1916]

ELECTRIC RAILWAY JOURNAL

455

ganization, bring to your notice in their well-designed
and comprehensive advertisements what has and is be-
ing done by the manufacturers in the development of
product or devices not only to increase the factors of
safety of operation but the improved methods of doing
things, so that tne great procession can move forward
in full ste"p with the development and advancement of
the times.

"I think what I have said fully concurs with what
Arthur W. Brady, president Union Traction Company
of Indiana, stated in a recent communication in the
Electric Railway Journal, 'that the time has arrived
for full recognition of the fact that the fundamental in-
terest of those owning or operating electric railway
properties and those engaged in manufacturing or sell-
ing the apparatus and other things essential to electric
railway existence and operation are identical, that the
protection and advancement of those interests require
the harmonious efforts of owners, operators, manufac-
turers and dealers through and as one organization, and
that the prosperity of electric railway properties and
the prosperity of electric railway manufacturers and
supplymen rise or fall together.'

"In this Mr. Brady has expressed clearly the prin-
ciples that the supplymen, whose names appear on our
roster, have always subscribed to, and which has dis-
tinguished the C. E. R. A. as a great big happy family,
full of the spirit of co-operation, standing as it does
to-day in the full bloon of strength and usefulness. I
trust that you will accept this brief interpretation of
our relationship and that we are in fact allied with you,
not only in continually improving and enlarging the
transportation facilities but also a factor in the mold-
ing of opinion to a calm, judicious and fair considera-
tion of railroad problems by the public and by the legis-
lators.

"The Central Electric Railway Association has al-
ways been exceedingly fortunate in its selection of the
executive staff, especially the presidents who have pre-
sided over its deliberations and shaped its destiny,
which is evidenced in its present flourishing condition.
And we feel, Mr. President, that you — during the past
year — have been particularly active and have accom-
plished much, notwithstanding you were in the mean-
time signally honored with the presidency of the Ameri-
can Electric Railway Association, which carried with
it the additional burdens and responsibilities incident
thereto.

"We, therefore, deem it fitting that the supplymen
members of the C. E. R. A. express their appreciation,
not only for what you have done during your incum-
bency in office but as dean of the promotion, develop-
ment and advancement of electrically operated utilities
in this country. And the very pleasant duty devolves
on me, as chairman of the supplymen, to present to you
this gavel of solid ivory mounted with solid gold and
studded with jewels. This is the emblem of that au-
thority which you have so judiciously exercised. I
am, therefore, delighted to hand you this slight token
of our esteem with the sincere and hearty wish that
you will live many years to enjoy the fruits of your
work so well done."

Old times were recalled at Evansville, Ind., recently
when Eli ("Brick") Broshears entertained friends at
a party to celebrate the thirty-eighth anniversary of
the birth of his mule, "Jack B." Many friends of mas-
ter and mule assembled, bearing carrots and other sim-
ilar delicacies, at the home of the master, 514 Locust
Street. Most of them in former days had ridden behind
the mule, which pulled a street car on the Evansville
system until 1891.

Cost of Operation in Cleveland

L. R. Nash Computes Fare Needed by Cleveland
Railway to Cover Full Cost of Operation

THE Stone & Webster Journal for February, 1916,
contains a general review by L. R. Nash of the oper-
ation of the Cleveland Railway under the Tayler fran-
chise. Inasmuch as the Electric Railway Journal in
the issue of Feb. 19 published the main details of this
subject as reviewed by F. W. Doolittle, the following
abstract of Mr. Nash's article will be confined to his
comments upon the central question involved, the real
cost of a ride in Cleveland and the fare needed to cover
such cost.

In reaching the cost of transportation on a per car-
mile basis, Mr. Nash would allow 6.7 cents for mainte-
nance and replacements, this being 15 per cent of the
actual average gross, or about 12 per cent of a normal
gross per car-mile for maintenance plus 3.1 cents per
ordinance car-mile for replacements on a sinking fund
basis. This total is also nearly equal to the average
actual annual cost of maintenance and renewals plus
the annual proportion of actual cost of abandoned prop-
erty to date. For operation he would allow 12.6 cents,
the present actual allowance, and for taxes, interest and
dividends, 7.25 cents, making total current expenses and
charges of 26.55 cents. To this should be added 0.85
cent for increased expense for standard service, cover-
ing the $300,000 needed to eliminate overcrowding; 0.74
cent for standard stop and speed practice, covering the
$250,000 needed to restore the usual approved arrange-
ment of convenient stops and normal schedule speed,
and 1.86 cents for return on the $10,530,000 of confis-
cated investment. The cumulative total cost of opera-
tion for "test" service would thus be 30 cents per car-
mile, to which should be added 2.6 cents for an 8 per
cent return on the investment, making a final total of
32.6 cents.

The unweighted average of gross earnings per rev-
enue passenger from 1910 to 1915 inclusive was 3.39
cents. On the basis of an actual cost of 30 cents, Mr.
Nash calculates that the fare should be increased to 4.26
cents. The yield from the maximum or "a" rate of fare
would be 3.97 cents, with supplementary income bring-
ing a total slightly less than the 4.26 cents. Without
additional stops, better service and other conveniences
assumed, the cost might be reduced so as to require a
fare per revenue passenger of about 3.85 cents. This,
which may be called the actual cost per passenger of
the present Cleveland service, is somewhat higher than
the yield from the fare schedule "b" just below the
maximum. This rate is 4 cents, seven tickets for 25
cents, 1 cent for transfers, and 1 cent rebate, the "a"
rate providing for no rebate.

In conclusion, Mr. Nash states that the rates of fare
so far charged have not fully paid for the cost of service,
and that a 3-cent fare cannot pay for good service and
properly maintain the property. The rate needed to
make good past deficits and cover fully the future total
cost of service will be approximately the maximum per-
missible under the franchise. To his mind there is no
fundamental difference between the future fare neces-
sary to pay the full cost of service in Cleveland and
that necessary in other similar cities under equally
favorable conditions. The confiscation by the city of
30 per cent of the legitimate investment in the Cleve-
land property more than accounts for any essential dif-
ferences in cost of service between this and o^her cities.
The co-operative spirit and economies in service suc-
cessfully practised in Cleveland, however, would result
in a substantial reduction in cost if applied in other
cities.

456

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 10

Unevaluated Factors in Electrification

Operacion of Electric Engines Reduces Maintenance
Cost of Track and Equipment and Effects Improved
Service Generally — Other Advantages Over
Steam Locomotives

IN the current issue of the Electric Journal, Q. W.
Hershey, heavy traction department Westinghouse
Electric & Manufacturing Company, East Pittsburgh,
Pa., outlines what he calls the "unevaluated factors of
electrified railroad operation." In these he includes the
items, favorable to electrification, which are not usually
included in financial considerations, and which are in
addition to the elimination of noise, dirt and smoke,
limitations as to roadways in tunnels, etc., which were
important factors in early electrifications. He states
that it is possible now to calculate accurately whether
or not electrification will be justified in any case by the
resulting economy, but he also directs attention to the
following matters which have an indirect economic bear-
ing on the problem.

As compared with the steam locomotive, the easier
riding qualities of the electric engines, the more uni-
form distribution of driver weight, and the less nosing
and track pounding, all result in lower track mainte-
nance costs. These qualities result from the flexibility
of truck and cab arrangement, the less weight of side
rods, the uniform wheel effort, etc.

Due to the uniform propulsive effort, the electric
engine will deliver greater drawbar pull per driver
weight than the steam locomotive, and if one truck
slips, the other trucks can absorb the lost effort. The
nicely graduated tractive effort within the control of
the engineman in the electric engine contributes to
lower maintenance costs of trailing equipment.

Regenerative braking has proved to be one of the
most important features of the electric engine. It
removes the strain from the cars of trailing equipment
and eliminates the dissipation of energy through fric-
tion, resulting in a decrease in tire wear; it eliminates
troubles from hot tires, and decreases the maintenance
cost of air equipment. In addition, the jarring of trains
due to letting down air on long grades, with all of its
consequent troubles and cost, is eliminated. Further,
the engineman has at his command for emergency pur-
poses a fully-charged train line. There is also less
necessity for outside riding on the part of brakemen
for the purpose of setting up retainers on long, light
trains descending grades, and finally, the return of
power to the line effects a very considerable economy.

Double-end operation of the locomotive, eliminating
all turning, lessens congestion and facilitates dispatch-
ing due to the increased flexibility.

With the higher speed usually resulting from electri-
fication, block signals can be set farther apart, with
resulting decreased maintenance cost, and freer operat-
ing conditions along the line.

In tunnels there are better operating conditions, mak-
ing higher speed possible, due to the absence of moisture
which, combining with the gases of the steam locomo-
tive, usually produces bad trackage.

The operating efficiency of the electric engine is high
due to several factors. As the generation of power is
transferred to the power station, where the factors are
constant, the irregularities of the locomotive as a power
generating plant are eliminated, as the engineman deals
only with the manipulation of levers. Having at his
command an unlimited amount of power, he is under no
strain to keep the equipment in condition to give high
efficiency. The amount of inspection necessary with the
electric engine is less than with the steam engine, and
the engines may be on the tracks longer, thus decreas-

ing the necessary amount of equipment. Double-end
operation makes the electric engine more adaptable for
switching operation.

The release of the engineman from the strain of main-
taining the mechanism, and the physical comfort of the
engineman and his fireman during winter and summer,
are conducive to safe operation.

The possibility of indicating the power drawn in the
motor circuit by means of meters mounted in plain view
along with the air gages, facilitates intelligent opera-
tion of the engine._ At the same time, the generally
better tractive conditions render fewer extra starts
necessary.

From the standpoint of safety, the engineer's posi-
tion in the electric locomotive, combined with the ab-
sence of steam and smoke, which might obstruct his
view of signals and roadway, conduce to the reduction
of accidents. Thus not only does additional security
result, but the necessity for slow-downs to see signals
is eliminated.

Finally, there is a general upbuilding of the com-
munity in which an electrified road operates, due to the
better service.

Mr. Hershey points out that there have never been
any very serious troubles in starting an electric system,
and the railroad organization has always been able to
meet the new problems resulting. The financial results
of electrification have always exceeded the expectations,
and this is attributable to the "unevaluated factors"
outlined above.

Railway Companies to Distribute
Safety-First Primers

Considerable interest is being manifested by the street
railway companies in the children's illustrated safety-
first primer, which was recently prepared by the Safety
First Federation of America, New York, and which
contains appropriate stories, rhymes and colored illus-
trations for vividly featuring to children the dangers
of trolley cars, automobiles and fires. A number of
operating companies are seriously contemplating distri-
bution of large quantities of the primers and the safety
society has lately received orders for 1000 copies from
the Elmira Water, Light & Railroad Company, Elmira,
N. Y., and for 500 copies from the Union Traction Com-
pany of Indiana, Anderson, Ind. The title covers of
these primers when distributed will bear the name of
the railway company instigating the campaign. Plans
are also being made by the Federation, which have been
approved by the New York Board of Education, for the
distribution of 500,000 copies of these primers in the
city of New York.

F. H. Elliott, executive secretary of the Safety First
Federation, strongly urges the co-operation of local
chambers of commerce, public safety committees and
other organizations and individuals interested, with the
street railways, in subscribing for the primers, because
the books contain general safety rules that the whole
public would naturally feel a vital interest in enforcing.
Mr. Elliott, furthermore, favors the distribution of the
primers by an organization which is outside of the rail-
way companies, because the public then will not be
inclined to be skeptical of the sincerity of the motives
underlying the campaign.

The New York Commercial of Feb. 16 had a three-
column article describing H. M. Byllesby & Company
and the Standard Gas & Electric Company and the
Northern States Power Company. In connection with
the latter two organizations, the growth of the proper-
ties was shown in earnings and connected load figures.

March 4, 1916]

ELECTRIC RAILWAY JOURNAL

457

One-Man Cars in Cities of Large Size

Experiences Are Outlined in Several Cities Having More Than 25,000 Population, Special
Attention Being Given to the Question of Safety, the Operating Practice at
Railroad Crossings and the Attitude of the Public

AN elaborate investigation of the subject of one-man
car operation has recently been carried out by C. D.
Cass, general manager Waterloo, Cedar Falls & North-
ern Railway, and through his courtesy the Electric
Railway Journal is enabled to publish the results that
were obtained. The data thus given provide an un-
usually valuable outline of the present status of the
subject, in so far as it applies to cities of more than
25,000 inhabitants. The information was collected in
the form of legally attested replies from various rail-
ways, city officials and others to a circular letter, the
answers being in part as follows:

In Everett, Wash., a city of about 35,000 people, the
Puget Sound International Railway & Power Company
operates eleven cars in city service, of which four are
of the one-man type, and it is the intention of the com-
pany to increase this number in the future. The one-
man cars have been in operation for several months
without having any accidents that were chargeable to
the new method of operation, and the results have been
absolutely satisfactory from the operating standpoint.
The reason for introducing these cars developed from
a decrease in revenue due to competition with jitney
buses and private automobiles.

Plans Complete One-Man Service for Spokane

In Spokane, Wash., a city of 104,000 inhabitants, the
Washington Water Power Company operates seventy
cars, of which forty-one are of the one-man type. The
latter have been entirely satisfactory from the stand-
point of operation and safety and meet with favor from
the general public. It is the intention of the company
to increase the number in service so that, eventually,
the entire city system will be operated with this type of
car. Experience has shown that the number of alight-
ing and boarding accidents have been decreased by the
operation of the one-man cars, and the number of colli-
sion accidents have also been greatly reduced. It is not
considered that the hazard at railroad crossings has
been increased in any way. At such points the motor-
man brings the car to a standstill before reaching the
danger zone, looks in both directions, and then proceeds.
In this way the responsibility is placed entirely in the
hands of one man, and thus there is eliminated the pos-
sibility of a mistake in signals given by a conductor in
flagging a car across railroad tracks. In Spokane the
majority of steam railroad crossings are protected by
gates, which are operated by a tower man in the employ
of the steam railroad company. In other places the
steam railroad companies have placed gates at each side
of the crossing which must be opened by a member of
the train crew before the train passes, and at other
points flagmen are provided.

In the city of Little Rock, Ark., the Little Rock Rail-
way & Light Company has been operating one-man cars
since November, 1915, and at the present time five
such cars are in service. It is the intention eventually
to put eleven additional one-man cars in service in the
city, which has a population of 60,000. These cars are
30 ft. in length and have single trucks, the weight being
about 22,000 lb. They operate just as safely, and in
some respects more safely, than the cars upon which
two men are regularly employed, being much more free

from boarding and alighting accidents and having prac-
tically eliminated step accidents. At railroad crossings,
it is the practice for the motorman to stop the car, get
off and go forward, look up and down the railroad track,
go back to the car, and proceed over the crossing. This
method of operation is carried out to comply with a
State law, but if it were not for the statute, the com-
pany would not require flagging. The one-man cars
have saved the company considerable money and have
not interfered with the efficiency, reliability or safety
of the passengers. The city is taking no action to pre-
vent the operation of these cars, and there have been no
complaints on the part of the patrons regarding the one-
man service. The earnings of each car range from
$22.50 to $25 per day.

Until two years ago, in the city of Waco, Tex., 35,000
population, one-man cars were operated exclusively ever
since the beginning of street railway service, eight cars
of this type being in operation at the present time.
These cars were between 32 ft. and 38 ft. in length,
weighing between 16,000 lb. and 22,000 lb., and had
single trucks. About two years ago the company pur-
chased some large double-truck cars, which were about
44 ft. long and weighed about 28,000 lb., and on account
of the large size it was considered necessary to place an
additional man on some of them. It has been found
that the large double-truck cars are unprofitable, be-
cause the excessive cost of operating them with two
men makes it impossible to give a sufficiently frequent
service at a reasonable rate. The company, therefore,
is planning to discontinue the use of the large cars oper-
ated with two men and to return to the use of the small
single-truck one-man cars, thereby making it possible
to increase the frequency of the service without in-
creasing the operating costs.

With the one-man cars it has been the practice at
steam railroad crossings for the motormen to bring the
car to a stop at the track and then, without getting off
the car, look up and down the track, proceeding over the
crossing if it could be made in safety. The company's
experience has proved conclusively that this method of
operation at steam railroad crossings is just as safe as,
if not safer than, where the conductor of a car goes for-
ward upon the crossings and flags the car across. With
regard to safe operation in general, the one-man cars
are as free from accidents of any kind as any two-man
cars that are run in the city. No complaints have been
received with regard to these cars, and no action has
ever been taken to compel the railway to cease operat-
ing them or to put more than one man upon them.

Accidents Greatly Reduced in San Antonio

One-man cars have been operated in San Antonio,
Tex., a city of about 115,000 population, for a number
of years, thirteen being in operation at the present time.
These cars are about 27 ft. long and have single trucks,
weighing about 22,000 lb. each. That the one-man cars
have reduced the number of accidents in comparison to
two-man cars is indicated by the fact that during five
months in the year 1914 the company operated eight
two-man cars on a certain line, these being involved in
a total of 157 accidents of all kinds. During the corre-
sponding months in the year 1915, nine one-man cars

458

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 10

were operated on the same line, these being involved in
a total of only fifty-three accidents of all kinds. With
one-man cars at railroad crossings the motorman is
required to flag himself across only because of the ex-
istence of a State law and not because it is considered
to be necessary or productive of any additional safety.
No complaints regarding the cars have been made, and
they are being operated over various busy streets in
the city of San Antonio. The company at the present
time is contemplating the introduction of additional
one-man cars.

In the city of Quincy, 111., a city of 40,000 population,
one-man cars have for years been in satisfactory service
on lines which serve factory districts in the city. The
one-man car is considered to be safer and much less
liable to platform accidents than two-man cars. At rail-
road crossings arrangements have been made with the
railroad company's watchman whereby he flags the cars
across. No platform accident appears ever to have
taken place on these cars.

The Topeka Railway Company, in Topeka, Kan., a
city of 50,000 population, has operated eight one-man
cars continuously since October, 1915. Prior to this
time two similar cars had been operated continuously
for ten years. At the present time twelve additional
cars are being rebuilt for this service. The one-man
cars are 31 ft. long and have single trucks, weighing
about 22,000 lb. They operate on the main streets of
the city just as safely, and in some respects much more
safely, than cars upon which two men are regularly
employed. Step accidents have been practically elimi-
nated. It is the practice to have the motorman flag him-
self across all railroad crossings, whether on a one-man
or a two-man car, because on account of this rule the
motorman is always sure to stop his car before crossing
the tracks. The introduction of the one-man unit has
reduced operating expenses and has not interfered with
the efficiency of the service. No complaints have been
made by the city with reference to the operation of these
cars. The earnings per car are between $25 to $35
per day.

The Lincoln Traction Company of Lincoln, Neb.,
which has about 68,000 population, has operated two
one-man cars since October, 1914, and is considering an
extension of this service. These cars operate over busy
streets in the city just as safely as the cars upon which
two men are employed. They have fewer boarding and
alighting accidents than the types of two-man car that
have open platforms. No complaints regarding the one-
man cars have been made by the city of Lincoln, but
there were some complaints from the patrons when the
cars were first installed, although after the cars had
been operated for a few weeks these complaints ceased,
the public being entirely satisfied. The earnings of
each car range between $20 and $30 per day.

During the past two winters, in the city of Duluth,
which has a population of about 55,000, the Park Point
Traction Company has operated its cars with one man
for approximately 43 per cent of the time each day.
The cars have given just as good service as with two
men, and no accidents have occurred upon the cars oper-
ated by one man. During the winter time the cars could
be operated as one-man cars for the whole of the day
if it were not for the fact that an additional 2-cent
fare has to be collected when transfers are issued by
the conductor. In the same city the Duluth Street Rail-
way operates one-man cars on one of its lines, this
method of operation having been in effect for more than
twenty years. The operation of these cars has been
entirely satisfactory to the company and to the general
public.

In the city of Clinton, Iowa, having a population of

about 26,000, fourteen local street cars are operated,
and five of these are of the one-man type. This method
of operation was inaugurated in March, 1915, and the
results have been very satisfactory to the company and
to the public, no questions having ever arisen regarding
its propriety. Platform accidents have been practically
eliminated.

Conductors Not Required to Flag Crossings in
Wichita

In the city of Wichita, Kan., a city of 65,000 popula-
tion, six one-man cars have been operated continuously
since September, 1913. Since August, 1915, ten such
cars have been operated, and at the present time three
more are being rebuilt for this service. In addition to
the above-mentioned cars it is proposed to install twelve
more in the near future. The one-man cars now oper-
ated are 34 ft. long and weigh about 20,000 lb. each,
seating forty passengers. Their operation has proved
to be just as safe as that of cars upon which two men
are employed, and, in fact, step accidents have been
practically eliminated. At railroad crossings it is the
practice to have the motorman flag himself across the
tracks, this being true both with respect to one-man
and two-man operated cars. The conductor of a two-
man car does not flag railroad crossings, and the motor-
man is required to go forward, because the motorman
is thus always certain to stop his car before crossing
the track.

The one-man service has been thoroughly satisfac-
tory, and during the summer of 1915 an extremely
heavy travel to and from a park was handled just as
successfully, and more safely, than it had ever been
handled before with two-man operated cars. Since the
introduction of one-man operation the company has
been able to increase the frequency of service on sev-
eral of its lines.. The earnings of each car range be-
tween $25 and $35 per day. No complaint has been
made by the city of Wichita in regard to one-man car
operation, and although there were some complaints on
the part of the patrons with reference to the regularity
and convenience of the service when it was first begun,
after a short time the complaints ceased and the public
became entirely satisfied.

In Oklahoma City, Okla., which has a population of
about 85,000, the Oklahoma Railway has operated one-
man cars continuously since the year 1909, having at
the present time nine of these cars in service. These
are 40 ft. long and weigh about 36,000 lb., seating from
forty-four to forty-eight passengers. They operate just
as safely as the two-man cars, and they are moved
across the various railroad crossings in the city by hav-
ing the motorman flag himself. This method of flag-
ging is required because the company has a contract
with the steam railroad requiring the cars to be stopped
and flagged by one of its employees. If it were not for
this contract, the motorman would not be required to
go forward at railroad crossings, as a clear view can
be obtained in both directions without leaving the car.
The city is doing nothing to compel the railway to dis-
continue the use of one-man operation and the com-
pany's patrons have never complained with reference
to it. The service is considered to be reliable, conve-
nient, satisfactory and safe.

The Washington Auto Bus Company, Seattle, Wash.,
affiliated with the Puget Sound Traction, Light & Power
Company, has started an automobile bus line between
Puyallup and Orting. The round-trip fare between
Puyallup and Orting is 40 cents. Buses connect with
the street cars, so that patrons can travel from Tacoma
to Orting and back for 50 cents.

March 4, 1916J

ELECTRIC RAILWAY JOURNAL

459

Safety First At New England Club

Doherty Campaign Described in Detail — Mr. Bullock
Gives Facts About National Safety Council

ONE hundred and twenty-five members and guests
of the New England Street Railway Club cele-
brated a safety-first night at the American House, Bos-
ton, on Feb. 24, President C. E. Learned being in the
chair. After the usual business meeting addresses were
delivered by George Oliver Smith, supervisor of safety
Doherty Operating Company, New York, and by
H. A. Bullock, staff assistant to the president Brooklyn
Rapid Transit Company.

Safety Campaign of Doherty Organization
Mr. Smith said that about 100 utilities are now op-
erated by the Doherty organization, which includes
properties in all parts of the country and a total em-
ployee list of 13,000. Thirteen electric railways are
included in these companies. About three years ago
accident study was taken up in a comprehensive way,
and practical methods of prevention were investigated
by a committee which made an extensive trip around
the country, visiting many companies interested in
safety work. Superintendents, claim agents, executives
and many others interested in accident prevention were
interviewed. A preliminary report was then made to
the executives of the home organization and a tentative
plan for safety work formulated with regard to the
Doherty properties. Backed by an appropriation the
committee then began a tour including every property
under Doherty management, all being visited inside of
a year.

At these plants an exhaustive survey of safety condi-
tions was carried out, including boiler rooms, store-
rooms, substations, transmission lines, yards and all
physical property. More than 1300 photographic neg-
atives were taken showing dangerous conditions, and
the subjects ranged from a piece of broken headlight
glass in an alley between storehouses to unguarded
belts, line shafting, etc. Lantern slides of local condi-
tions photographed and of similar conditions elsewhere
were prepared and meetings of employees called. Sev-
eral moving picture reels showing accident prevention
work were included. These slides showed the local em-
ployee the exact conditions prevailing on his own sys-
tem and aroused intense interest. The local manager
and other executives attended the meetings, and often
these ran into the early morning hours, so great was
the interest manifested. Every effort was made to ap-
proach the local employees tactfully and in a helpful
spirit, rather than in a censorious manner. The better-
ment of the local property from the safety standpoint
was the ideal set forth, and the response was most
gratifying. Studies were made of the records of the
local company in each case, including the economies ef-
fected by the management and the outlays of the claim
department.

The next step was the inception of a local safety or-
ganization. This was planned to include every em-
ployee, and a feature was a central committee and above
all, one employee specially charged with the responsi-
bility for carrying forward the safety work. This em-
ployee, or local director of safety, gives from one-third
to all his time to safety pursuits. At the close of the
first year's inspection trip a central bureau was well
established at New York to direct the safety work of
all the Doherty companies, and a comprehensive system
of records and correspondence was inaugurated. All
kinds of accident prevention information are sent out
from headquarters in a bulletin service emphasizing in
a crisp, snappy style the lessons of accidents which come

to the notice of the central office. So far as possible
the attempt is made to show the conditions existing
before and after the accident in each case. The bulle-
tins, of from four to six sheets each, are issued fort-
nightly, and are posted in every plant at several points,
going to twenty-six states. The importance of chang-
ing the bulletins frequently was early recognized. ' In
the local companies the co-operation received was re-
markable. The increased esprit-de-corps resulting is
alone worth the cost of the entire safety work, although
it is a by-product of the campaign. So far as possible
the safety work is kept from interfering with the regu-
lar duties of employees fitting it in wherever feasible.
The financial aspects of accidents as affecting the com-
panies were not emphasized, but stress was laid upon
the loss in efficiency, personal suffering, jeopardizing of
prospects, etc., sustained by the injured employee, and
the local organizations always responded to this point
of view. The relation of freedom from accidents to suc-
cess in personal competition received full consideration.

From New York a staff of field inspectors now works,
each covering ten or fifteen plants. These men watch
the physical condition of the properties, hold meetings
for safety discussions, conduct competitions and make
examinations and recommendations for improvements.
A slogan contest with a first prize of $10 and lesser
prizes running down to $2.50 was recently carried ou%
with surprisingly successful results. One slogan was
sent in by a Swedish track foreman in his mother
tongue. A follow-up system is an important part of
the work of the central bureau. Inspectors' recommen-
dations are made in duplicate, one copy going to the
local manager and one to New York. The requested
date of completing a safeguard is utilized at headquar-
ters to direct any necessary inquiries to the local plant,
and when the work is completed as recommended, the
local manager sends his approved record to New York,
upon the receipt of which the original is destroyed by
the follow-up clerk. Accident report blanks providing
full information are utilized, special attention being
given to the recording of the conditions prevailing at
the time of the accident as well as the causes. If a man
has to leave his job the injury is considered an accident.

Executive letters are sent to local managers when-
ever a new means of prevention is learned, unless the
topic is included in bulletin discussions. Graphic rec-
ords are kept at New York relative to causes. Careful
analyses are made to correctly fix the responsibility
for accidents, especially in connection with the depart-
ment at fault. Thus, an accident occurring wh<»ri a
passenger alights may be due to a defective step, in
which case the shop and not the operating department
must be charged with the trouble. Numerous sugges-
tions as to prevention are received and encouraged at
the central bureau, and all suggestions are considered
by a special committee which determines their prac-
ticability.

The Toledo Railway & Light Company, Toledo, Ohic,
one of the Doherty properties, has 2000 men in the rail-
way department. There are 116 men on the accident
committee, which meets one evening a week throughout
the year. The company furnishes each man with an ap-
propriate emblem, and after six months' service on
the committee an "Honor Service" emblem is given. In
the various properties it has been found better to en-
courage resuscitation by the prone pressure method
than by pulmotors and lungmotors, since the latter can-
not be handled with safety by inexperienced persons.
Prizes are given to first-aid teams. One of the most
helpful devices in facilitating the removal of dangerous
conditions is the "defect tag," which is placed on a
machine or other equipment needing alterations. The

460

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 10

schools for motormen and conductors maintained by
the Doherty organization were also described by the
speaker. One of the most helpful devices in the inter-
ests of safety is a blotter issued every three months,
which besides carrying a calendar, emphasizes safety
points, mottos, slogans, etc.

Work of National Safety Council
Mr. Bullock described the organization and activities
of the National Safety Council, which now has about
1700 members embracing many branches of modern in-
dustry and a recently organized electric railway section
including sixty companies. Twelve hundred delegates
attended the annual congress of the Council last fall at
Philadelphia. The headquarters at 208 South La Salle
Street, Chicago, are a clearing house for accident pre-
vention data and the four weekly bulletins issued by
the Council are most valuable in carrying on safety
propaganda in local companies. A regular weekly bulle-
tin for the electric railway section will soon be issued
by the Council.

COMMUNICATIONS

Purchasing Agent Calls a Halt

Georgia Railway & Power Company

Atlanta, Ga., Feb. 28, 1916.

To the Editors :

In the course of years the Georgia Railway & Power
Company has been evolved from a number of prede-
cessors— I don't know how many, offhand. The names
of these corporative ancestors have been forgotten by
nearly everybody except the students of our genealogy
and except also the manufacturers of things that electric
and street railway companies are wont to buy. These
manufacturers have not forgotten them. They are hon-
oring to-day the memory of our dead and gone fore-
bears. They are sending yet, addressed carefully to
"Purchasing Agent" or somebody else of the Georgia
Power Company, the Georgia Electric Company, the
Atlanta Water Power & Electric Company and goodness
knows how many other ancestors sleeping peacefully
in the vaults of time, expensive catalogs and other mail
matter that very nearly overcomes me with sheer weigh t
of postage.

I always look over the advertising section first in
your paper as well as in all other trade papers to which
I subscribe, and I am often led to wonder how many of
such advertising pages the manufacturers could buy in
your periodicals with the value of the stamps they
waste on me alone. How much the aggregate total of
their waste is in this regard, taking the country at
large, nobody knows, nor can anyone tell how much
time and clerk hire and good ink and addressograph or
pen wear-and-tear they throw away on sending me a
dozen catalogs when one is all I possibly can use. I
know only that they vex my spirit wofully and that they
make me waste a whole lot of my time throwing stuff
into the trashbasket or sending it back with pleas that
they quit their extravagance.

My idea of a mailing list is, that while it is kept up
to date and accurate, it is very valuable; but when it
is neglected it can become one of the most expensive
phases of any business.

Your directories of railway companies offer excellent
investment for a number of manufacturers whom I
could name. Those directories contain none of the de-
funct companies. They are not ancient histories. They
are not corporative family trees. They are business

lists for use by business men, and the proper use of
them, or their equivalent, with reasonably occasional
revision of mailing plates or other equipment, would
mean much in the course of a year to the folks I have
in mind.

Of course, I am interested mildly in efficiency on the
part of others; but, understand me, my primary con-
cern here is selfish. I've got a lot to do, and there are
only twenty-four hours in a day and seven days in a
week. Examining mail matter, only to find it is some-
thing I looked upon yesterday three or four times and
saw again this morning twice or thrice, is discouraging.
I want to sound a temporary armistice, anyhow. I want
to show a white flag. I'm anxious to call a halt just
long enough to get my second wind al /east. I've got
my hands up and I'm yelling for peace. Too much is
enough.

Please be good enough to pass the word along that one
piece of mail matter addressed to W. H. Smaw, pur-
chasing agent Georgia Railway & Power Company, is
sufficient for all of the purchasing agents of all the com-
panies from whom we have descended. Yours in half-
serious protest, W. H. Smaw, Purchasing Agent.

Mr. Foster's Hints to Technical Writers

United Railroads of San Francisco

San Francisco, Cal., Feb. 15, 1916.

To the Editors:

As a contributor to the department on "Equipment
and Its Maintenance" of the Electric Railway Jour-
nal, and as one who has been in the harness for thirty
years, perhaps a hint or two to your writers would be
well taken.

In reading articles of the kind printed in this depart-
ment, what I look for is "tricks of the trade," the little
kinks that have been invented by heads of different
departments, electrical engineers, superintendents and
foremen. These bright jewels of economy and efficiency
are hard to find out about, even when one is in personal
contact with the inventor under favorable conditions.
They are more difficult to see in actual use, and it is
still more difficult to get whole-hearted explanations of
their significance. It is almost impossible to get writ-
ten descriptions of them into letters or into technical
journals.

I may be a pessimist, but my general impression of
all printed matter appearing in technical journals for
the past thirty years has been that the men who know
their work best cannot, will not, or at any rate do not,
often write, and many of those who do seem to avoid
getting down to the details that the practical man is
after.

Some writers toss out an idea like a bone from the
little toe of a mastodon, and seem to think that the
average reader is like the paleontologists, who can con-
struct a whole prehistoric animal from this toe bone as
a starter. Obviously, the writer should expose his sub-
ject fully and from several points of view, and he should
be exhaustive in his statements, even at the risk of
irritating the editor.

S. L. Foster, Chief Electrician.

The Atchinson, Topeka & Santa Fe Railway sent a
statement to each of its stockholders with their Febru-
ary dividend checks. The statement reads as follows:
"You are one of about 40,000 owners of the shares of
the Atchison, Topeka & Santa Fe Railway. As such,
use your personal influence for fair treatment of Amer-
ican railroads. Do what you can to secure reasonable
rates, equitable taxation and intelligent legislation."

March 4, 1916]

ELECTRIC RAILWAY JOURNAL

461

EQUIPMENT AND ITS MAINTENANCE

Short Descriptions of Labor, Mechanical and Electrical Practices
in Every Department of Electric Railroading

Contributions from the Men in the Field Are Solicited and Will Be Paid for at Special Rates.

Series-Parallel Switch on Line Car

BY H. M. LLOYD

Equipment Engineer British Columbia Electric Railway,
Vancouver, B. C.

The British Columbia Electric Railway has for use
on its interurban divisions four large line cars, built in
the company's shops and designed for either construc-
tion or repair work. The cars are 40 ft. long and are
mounted on Brill No. 27-E-2 trucks. Each car has a
28-ft. cab, centrally placed, with linemen's tower above,
raised to the required height by pneumatic cylinders.
The open platforms at the ends provide space for reels
from which the wire or cable can be paid out as the
car proceeds, while inside the cab are racks and lockers
for all the tools, tackle, repair parts, etc., used in line
work. In case of emergency one or two poles can be car-
ried by shoving them through the end doors of the cab.

The motive power consists of four GE-57 motors, gear
ratio 18:69, and two K-14 controllers. The car is also
equipped with M.C.B. couplers and automatic air

N9I Controller
,F.R. /.ft.

Series -fhrallel Snitch

N° 2 Controller

?reentt?f[ \\ -J Iff ' y Iff

Drum of Series -Para I lei
Switch Operated by
Reversing Handle from
Con trotter

ELECTRIC CIRCUIT DIAGRAM SHOWING SPECIAL SERIES-PARALLEL
SWITCH CONNECTIONS

brakes, so that it can be used for switching work or
hauling other cars with supplies, etc. When fully
equipped the car weighs from 30 tons to 35 tons.

In work of this kind it is frequently required to
move the car along, a few feet at a time, and trouble
has been experienced with the existing equipment owing
to the controller frequently arcing over when shutting
off the current so soon after starting the car. The rate
of acceleration was also often sufficient to carry the car
farther than was wanted. To avoid the former trouble
the motormen have been in the habit of leaving the
controller on the first resistance step and moving the
car by closing and tripping the circuit breaker.

To improve these conditions one of these cars has
been equipped with a change-over switch which con-
nects all four motors in series when starting, and in
series-parallel with the controller in the full "on" posi-
tion. The connections were made between the motor
cut-out switches and reverser, as indicated in the ac-
companying diagram. For the change-over switch a
motor cut-out switch, discarded from a locomotive equip-
ment, was used by making a few changes in the posi-
tion of the segments on the switch barrel.

To minimize the liability of the change-over switch
being thrown with current on, it was arranged to be
operated by the reversing key from the controller, thus
making it necessary for the motorman to shut off his
power before he could operate the change-over switch.

The result has been very satisfactory, after more
than a year and a half in operation, and with both speed
and starting currents reduced one-half, the troubles
mentioned have entirely disappeared, and the car is
much more efficient in its work.

Construction and Maintenance of Rail
Joints and Bonds*

BY E. R. SHEPARD

Associate Engineer United States Bureau of Standards,
Washington, D. C.

In connection with the study of electrolysis and elec-
trolysis mitigation the attention of the Bureau of
Standards has been called to the past and present high
rate of rail joint and rail bond failures and the conse-
quence of such failures upon the electrolysis conditions
throughout the country. With the idea of collecting in-
formation on the best present-day practices of bond-
ing tracks a circular letter was prepared and copies
were sent to 130 operating companies. The letter
asked for information as to the number and types of
bonds and joints in use and for the average life and
causes of failure of each type; also for the manner and
time of testing bonds and the criterion for replacement,
etc. Replies were received from forty-two companies
and information was also collected by a representative
of the bureau who spent five weeks in the field and vis-
ited upward of fifty companies in the interest of the
investigation. As a result of these investigations a
number of conclusions have been reached of which the
following paragraphs give a summary.

Soldered bonds of all types are falling into disuse, al-
though a few companies employing thoroughly experi-
enced and careful workmen still continue to use them.
No one type of bond can be said to be better than all
ether types. Each has its advantages and disadvan-
tages, and the selection of a bond for any particular
service should be governed by the type of construction
on which it is to be used, the grade of labor available
for installation, and upon numerous other local condi-
tions.

The problem of rail-bond maintenance is largely that
of joint maintenance. No bond can be expected to last
continuously on a loose and poorly-supported rail joint.
The surfacing of all newly installed joints and the tight-
ening of all bolts soon after installation and at regular
intervals thereafter will do much to prevent loosening
of joints and cupping of rails. Improved bolts having
a high elastic limit and a great ultimate strength ap-
pear to be giving excellent results. It is recommended
that bonds and joint plates be selected only after lay-
ing out a section of the joint on the drawing board and
providing a proper clearance for the bonds.

The life of concealed bonds on exposed rails is much
shorter than on rails in city streets owing to the ex-

* Abstract of paper to be published as Technologic Faper No.
62, Bureau of Standards.

462

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 10

pansion and contraction in the joint on the former
type of construction. Such expansion and contraction
can be overcome by the use of improved mechanical
joints supplemented by expansion joints at regular in-
tervals. It is believed that such construction would
prove itself to be of ultimate economy and is recom-
mended, at least on an experimental basis.

Both the compressed terminal and the pin terminal
types of bonds are giving excellent results where proper
attention is given to their installation. The former
type requires more care in the expansion of the ter-
minal, while the latter type requires greater accuracy
in the drilling of the holes. Each has its peculiarities
and should be selected only after due consideration to
local conditions. A strict adherence to the code of bond-
ing rules given in Richey's "Electric Railway Hand-
book" is recommended.

Stranded bonds appear to be giving better satisfac-
tion than ribbon bonds, as the conductors of the lat-
ter type are more easily separated and broken. Ex-
posed ribbon bonds should have a clip or band at the
center of the bond to prevent this separation of the con-
ductors.

The use of solder in connection with the application
of mechanically applied bonds will undoubtedly add to
their life if the work is carefully performed. Its use,
however, does not always appear to be justified as good
results under modern conditions can be obtained with-
out it. Its use should depend entirely upon local con-
ditions.

The use of tinned terminals and plastic alloys in con-
nection with mechanically applied bonds appears to be
a good practice. Their use is recommended where
trouble from corrosion of terminals has been experi-
enced.

Mechanically applied head bonds are comparatively
modern and are, therefore, more or less in the experi-
mental stage. However, their use is increasing and in
most installations they appear to be giving fairly sat-
isfactory results. They are short, cheap and easily in-
stalled. Their contact resistance appears to increase
with time but not ordinarily to the point of failure.
When installed in city streets they are subjected to ve-
hicle traffic and some failures must be expected.

Electrically welded bonds have a low and permanent
contact resistance. Theft of this type is difficult and
owing to the shortness of the bond and its tenacious
contact has been reduced to a minimum. Failures of
the head bond from the breaking of ribbons have been
quite prevalent but are being reduced by a modification
in the design of the bond.

Welded joints are being used more than ever before
but there is also a growing tendency to adopt improved
mechanical joints and various forms of special joints,
several of which are a combination of welded and bolted
or welded and riveted joints. These special joints seem
to be meeting the demands of service with fewer fail-
ures and better results generally than any of the stand-
ard types.

Power economy alone will not justify the best mod-
ern practice in bonding. Such practice, however, is jus-
tified and strongly recommended from the standpoint
of good voltage conditions in the return circuit, which
not only make for good electrolysis conditions but also
for satisfactory operation. The present practice of bas-
ing the criterion for bond replacements upon a joint re-
sistance which is defined in terms of the resistance of
a given length of adjacent rail is shown to be some-
what irrational, but owing to its simplicity and ease of
application the continuation of the practice is recom-
mended. From 6 ft. to 10 ft. of rail as the limiting re-
sistance for rail joints is shown to represent good

practice and it is recommended that these figures be
not exceeded under ordinary conditions.

Track bonding is in a state of evolution. New in-
ventions and improvements in methods and practices
have been so frequent during recent years that many
types of bonds and joints can still be said to be in the
experimental stage. Carefully kept records and a free
interchange of experiences on the part of the operating
companies will do much toward the establishment of
definite and standard practice in this particular field.

Electric Locomotives for Spotting
Service

BY R. K. CULBERTSON

Engineer Westinghouse Electric & Manufacturing Company,
Buffalo, N. Y.

The handling of steam railroad rolling stock around
industrial plants requires much "spotting" and general
shifting of cars, as well as hauling them from the steam
railroad interchange points to the manufacturing
plants, and vice versa. As railroads are compelled to
charge for all service other than dropping cars at a
plant, it will undoubtedly prove economical for indus-
trial plants to purchase their own locomotives, or in
some cases, where the industrial plants are close to-

NIAGARA JUNCTION RAILWAY SUBSTATION LOAD RECORDS
(a) Heavy traffic fluctuations. (b) Average traffic fluctuations

gether, the problem may be solved by the formation of
a corporation for the purpose of giving this service.
Where electric power is available, the electric switching
locomotive is the best and most economical means of
meeting this condition.

The Niagara Junction Railway electrification, at
Niagara Falls, N. Y., which is the most extensive of its
kind in America, may be used in illustration. The main
track of this road is about 4 miles in length, while the
total length of sidings is approximately 11 miles. The
function of the road is to act as an interchange or con-
nection between steam railroads and a group of about
twenty-five large industrial plants located along its
right-of-way. In addition to this service the railway
is called upon to make many local movements at the
various plants, such as placing empty cars at specified
points for loading, weighing, etc. The number of cars
handled by two electric locomotives on this road is from
1200 to 2000 per month. Each is manned with a crew
of three — engineer, conductor and brakeman or switch-
man.

The railroad companies pay the Niagara Junction
Railway on a "per car" basis to the industrial plants,
as do the plants for car delivery to the railroads.

A substation, located in one of the power houses of
the Niagara Falls Power Company, supplies power to
the railway. It comprises a 750-kw., six-phase, 25-cycle,
600-volt commutating-pole rotary converter; two 400-
kva., 22,000-volt transformers and a control switch-

March 4, 1916]

ELECTRIC RAILWAY JOURNAL

463

board. The load on this substation is variable, as is
indicated by the accompanying diagrams. Catenary
construction, with No. 0000 contact wire suspended in
general at a height of 22 ft. is used.

The locomotives are of the standard gage, double-truck
type, designed for freight and switching service. They
were built for double-end operation, having a centrally
located steel cab, with a sloping hood at each end. The
general characteristic features of these locomotives are
as follows:

Weights in Pounds

Mechanical parts 83,000

Motor equipment 26,940

Control equipment 5,468

Air-brake equipment 4,060

Forced ventilation equipment 532

Total 120,000

Weight on drivers 120,000

Weight per driving axle 30,000

Dimensions

Total length between coupler knuckles 35 ft. 2% in.

Rigid wheelbase 7 ft. 4 in.

Total wheelbase 2 5 ft.

Diameter of outside driving wheels 36 in.

Diameter of inside driving wheels 31 in.

Performance

Number of Cars, Maximum

Each Weighing 45 Speed, Miles

Track Profile Tons With Load per Hour

Straight level 50 10.50

% per cent grade 24 9.7o

1 per cent grade 14 9.7o

2 per cent grade 8 9.75

The maximum tractive effort with clean dry rail is 30,000 lb.

The electrical equipment consists of four Westing-
house commutating-pole, field-control, direct-current,
600-volt motors, with double-end unit switch control.
Both the motors and control are particularly well
adapted to meet the severe conditions incident to switch-
ing locomotive service. Current is collected from the
trolley wire by means of a double-shoe pantograph.
Extra long and drooping horns are used on both loco-
motives as a means of preventing damage which might
otherwise be done to the overhead construction at turn-
outs.

Transporting Poles with Automobile
and Dolly

BY W. E. NEES

Supei intendent of Railway Selma Street & Interurban Railway,
Selma, Ala.

The article by S. L. Foster in the issue of the
Electric Railway Journal for Feb. 26, page 411, de-
scribing the pole dolly and tongs used by the United
Railroads of San Francisco is interesting in showing the

HANDLING POLES FOR EMERGENCY LINE WORK

practical application of the familiar dolly in line work.
We have found the combination of a dolly and an auto-
mobile shown in the accompanying illustration very
useful in transporting poles for emergency and repair
work.

We made this dolly in our shops, and there is nothing

particularly novel about it, the axle being made of 2-in.
square iron on which 1%-in. journals are turned to fit
the roller bearings furnished by the wheel manufac-
turer. The hickory tongue is 14 ft. long, and it is braced
with axle irons to the axle. It is fastened to the axle
with U-bolts so as to avoid the weakening of the axle
which would result from drilling bolt holes in it.

Large-Capacity Units for Boston
Elevated Railway

The Boston Elevated Railway has recently decided
to make provision for its 8 per cent annual increase in
load up to the year 1920 by the installation of a turbo-
generator having the unusually large capacity of 35,000
kw., and to amplify the existing substation equipment
by adding 4000-kw. rotary converters. The adoption of
these large units was decided on because of their rela-
tively low first cost per kilowatt and because, in addi-
tion, it has been estimated that the superior economy of
a 35,000-kw. turbo-generator will save enough in coal
during five years to pay for the increase in first cost
over that of a 20,000-kw. unit, also postponing for one
year any increase in boiler capacity. A feature of in-
terest in connection with this machine is the decision
to design it for a steam pressure of 600 lb., which will
materially increase its steam economy when new boilers
are installed, the company's plans providing that future
additions to the boiler plant shall be made by purchas-
ing units capable of generating steam at this higher
pressure.

The three 15,000-kw. turbines now in operation at the
South Boston station, where the new machine is to be
installed, use steam at 200 lb., and the 35,000-kw. unit
will be run at this pressure for the present. The ma-
chine, however, will be designed so that by the addi-
tion of probably six stages to the sixteen stages con-
sidered necessary for the present pressure and the 29-
in. vacuum, the full 600 lb. can be utilized. The details
of the arrangement have not been fully settled at this
writing, but the additional stages will be provided either
in an extension of the turbine casing or in a high-pres-
sure section slightly separated from the main casing,
with either a common shaft or a shaft and coupling
between the two sections of the unit. In case the turbine
casing is extended for the high-pressure section, the
steam will be by-passed from the boiler header into the
lower-pressure stage group; while if the high-pressure
section is later added as an extension of the main cas-
ing, no by-passing will be required, the high-pressure
section being omitted until the provision of the requisite
boiler units is made. By thus fitting the number of
stages in operation to the pressure available, economical
operation will be obtained.

The company's decision to purchase a 35,000-kw. unit,
with other improvements mentioned below, resulted
from a report by the Stone & Webster Engineering Cor-
poration of Boston, Mass., upon the power requirements
of the road for the five-year period ending 1920. Re-
garding the use of higher steam pressures, Stone &
Webster's engineers pointed out that the art of steam
generation has reached a point where manufacturers
consider it entirely practicable to build reliable equip-
ment for operation at pressures ranging from 400 lb.
to 600 lb., and that it seems probable that such equip-
ment will be demanded by the best practice within a
very few years. The company cannot, of course, take
advantage of these pressures with the existing boiler
plant, but the additional cost of designing a 35,000-kw.
turbine for double the existing pressure is given as only
about $15,000.

The extent of the increased power requirements that

464

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 10

have made the new unit necessary is indicated by the
fact that from 1905 to 1915 the company's d.c. load has
increased 36,000 kw., or about 8 per cent per year. In
the year 1912, when the a.c. system was first operated
in Boston after the new South Boston a.c. plant had
been completed and all but a few of the d.c. stations had
been shut down, the load decreased 1000 kw. on account
of improved efficiency in distribution, but the increase
in output in 1913 and 1914 was at the rate of 8.36 per
cent per annum. The company's policy is to carry all
load increases on the South Boston station, thus reduc-
ing the importance of the present d.c. stations, four in
number, with a combined capacity of 39,700 kw. The
South Boston station supplies eleven substations on the
system containing a total of twenty rotary converters
with an aggregate capacity of 41,000 kw.

A study of the development of the whole load led to
the conclusion that a 35,000-kw. machine would most
satisfactorily handle the conditions. Such a unit can be
installed for considerably less cost per kilowatt than a
smaller unit and will have a higher efficiency over a

80 000

70 000

60 0CO

50 000

.40 000

'30 000

20 000

10 000

Total Capacity of KtatioE 1-35,000 i .v. i! 3-n, '130 kw. Doits

Capacity 1-35.000 kw. & 2-15,000 kw. Quits

Capacity 1-35.000 kw. & 1-15,000 kw. Units
Capacity 3-15,000 kw. Uuits

Capacity 3-15,000 kw.

5 H

3 «

(7J O

2 M

1914

1915

1916

1917

1918

1919 1920

Electric Ry.Jov.rnal

GRAPH SHOWING COMBINATIONS OF TURBINES AND BOILERS
REQUIRED FOR FUTURE YEARS' REQUIREMENTS

wider range of load. Operated on the base load of the
system, it is estimated that it will show a very sub-
stantial saving in plant operation over a 20,000-kw.
machine. The following estimate, based on the use of
200-lb. steam pressure, indicates the approximate
amount of these savings covering a period of five years
after the unit has been placed in service:

Estimated output for five years beginning 1917,

1,180,000,000 kw.-hr.

Approximate cost of manufacture of power for the same period :

With 35,000-kw. unit $3,200,000

With 20,000-kw. unit 3,400,000

While the curve of estimated maximum loads for the
station indicates that a 20,000-kw. unit would provide
for the expected increases in load for two or three years,
the study of the load as affecting the operation of the
individual units throughout the twenty-four hours of
each day, shows that the saving in operating costs by
the use of a 35,000-kw. unit on the large base load which
it could carry would warrant the additional cost. The
above tabulation shows that the additional cost of the
larger machine, which is estimated at $200,000, would
be entirely repaid in a five-year period by the savings
in operation.

Another advantage of the larger unit is that the
lower steam consumption of the station under the sched-
ule of turbine operation which it will make possible will
postpone the necessity for more boiler capacity for one
year beyond the time when it would be necessary if a
20,000-kw. unit were installed. This is indicated in
the accompanying graph which shows the expected loads
on the South Boston station until the year 1920, it being
assumed that the present d.c. stations will carry 50,000
kw. of the peak load. Assuming that all boilers are
run at 250 per cent of rating, fewer boilers will be
needed to carry the maximum load of 1917 with a 35,000-
kw. unit in operation than are now needed to give the
maximum rated output of the existing plant.

To provide for the increase in d.c. load there will
be required each year the equivalent of about three
2000-kw. rotaries. To house these there would be needed
space equivalent to one substation of the usual size per
year. Seven of the vacant spaces in existing substations
are on the outskirts of the system where rotaries cannot
be installed in advance of the local needs, and it has
been estimated that the load on these substations in
the present winter will be less than 12,000 kw., so that
if their load grows pro rata with the rest of the system,
they will need less than 1000 kw. of capacity per year,
or only the equivalent of one 2000-kw. rotary every two
years.

However, the growth of load in the central section of
the city may be estimated at about 5000 kw. per year,
and to avoid an undue multiplicity of substations it has
been decided that future downtown substations shall be
of increased size. A large proportion of the cost of a
substation is in land, buildings and switching equip-
ment, all of which increase nearly in proportion to the
number of units installed, so that a six-machine or
eight-machine substation will have a unit cost but little
below that of the usual two-unit or three-unit building.
The 4000-kw. size will be adopted for future installa-
tions, since this" not only reduces the cost and number
of new substations but permits of the economical in-
crease of capacity of existing substations whose 2000-
kw. machines can be used to advantage in the outlying
districts.

The present conduit loop, including the branch to and
from the power house, is about 22 miles in circumfer-
ence, and the greater part of the load to be carried
will lie within this loop. A new conduit will be built
in connection with the generating plant and substation
improvements, with a new substation at Dewey Square,
Boston, which will become one of the important sta-
tions on the system with the opening of the Dorchester
tunnel. It is estimated that the cost of adding the
35,000-kw. unit to the South Boston station, exclusive
of engineering and fixed charges, will be:

Building extension . . . $95,000
Machine foundations . 13,200
Auxiliary foundations. 1,800

Condenser tunnels 36,150

Condenser equipment.. 70,000
Piping and covering... 35,000
35,000-kw. turbo-gen-
erator 315,000

Total $690,150

Combination exciter,

200 kw $9,000

Generator air ducts. . . 2,000

Air washer 4,000

Switchboard and wir-
ing 60,000

Incidentals 49,000

All cars of the West Penn Railways, Connellsville,
Pa., are equipped with trolley pick-ups. Each car is
fitted with a glass-covered box permanently installed
in the vestibule over the bulkhead door opening, where
it is convenient and always ready for service. At first
the pick-ups were simply placed in the motorman's
cabs of all cars, but frequently they were not to be
found when they were required. In order to obviate
this difficulty the glass box receptacle was adopted, and
now whenever the glass is broken the motorman must
report it to the superintendent of transportation.

March 4, 1916]

ELECTRIC RAILWAY JOURNAL

465

Rosettes Proposed in Philadelphia

Andrew W. Crawford, secretary of the City Parks
Association in Philadelphia, is urging the use of wall
rosettes to support the span wires on certain streets in
Philadelphia and thus allow the removal of the side
poles. In a letter to the association, President Mitten
of the Philadelphia Rapid Transit Company has prom-
ised the co-operation of the company and said that the
idea might be carried out successfully in the narrower
streets of Philadelphia, such as Chestnut and Walnut
Streets. He also referred to an attachment made by
the company at the Bellevue-Stratford to do away with
the pole near the main entrance to that hotel in Walnut
Street, but says that the company wishes to be sure
that no injury will be caused to the building before
giving a more general adoption to the plan. The system
of rosettes for supporting span wires is used exten-
sively in Europe.

A Combined Work Car, Snowplow
and Sweeper

The Public Utilities Commission of the city of Port
Arthur, Ont., has found the utility car shown in the
accompanying halftone very useful for several purposes.
This car was designed by S. Philp, master mechanic of
the commission, and it was built in the commission's
shops.

The car is 45 ft. long over all, and 31 ft. long with
the plow and sweeper removed. The body is mounted
on Brill 27 G-E-l trucks, and the car is equipped with
four Westinghouse 101-B-2, 500-volt motors. It has a
Westinghouse air-brake equipment, and Peacock hand
brakes.

The plow is raised and lowered by means of a hand
wheel, its own weight holding it in position when it is
lowered. The vane is operated by a 3V2-hp., 500-volt
motor. When it is out to its fullest extent, it cleans a
strip 14 ft. wide outside the track. The vane can also
be raised to a height of 8 ft. at the extreme end, and in
this position is useful in trimming down heavy snow
drifts. The broom is operated by a Westinghouse 12-A
motor, both broom and motor being on a special plat-
form which can be removed when they are not required.

All of the appliances are operated from the cab, which
is mounted on the front end of the platform, and the
machine and equipment can be operated by two men.

Switching Locomotives for the Chicago
Milwaukee & St. Paul Railway

Two electric locomotives for switching service in the
electrified yards of the Chicago, Milwaukee & St. Paul
electric zone are under construction by the General
Electric Company at the present time. They are of
the eight-wheel type, weighing 70 tons, and each is
equipped with four geared motors. The general dimen-
sions and weight are approximately as shown in the
accompanying table.

The locomotive running gear consists of two swivel-
ing, equalized trucks, with inside-hung motors. The
wheels are 40 in. in diameter, and have 3-in. tires

70-TON SWITCHING LOCOMOTIVE FOR CHICAGO, MILWAUKEE &
ST. PAUL ELECTRIC ZONE

shrunk on cast-steel centers. The superstructure is car-
ried on a frame built up of longitudinal steel channels
that are braced laterally with cross-sills, and over the
whole is laid a steel floor. In the cab only one operating
position is provided for the motorman, and in order to
assist in giving him a clear view in all directions the
floor has been raised approximately 2 ft. above the floor
of the platform. The entire space within this main

Dimensions and "Weight op Switching Locomotive

Length inside knuckles 40 ft.

Height over cab 13 ft. 10 in.

Height, trolley down 16 ft. 8 in.

Width over all 10 ft.

Total wheel base 29 ft. 4 in.

Rigid wheel base 8 ft.

Diameter of wheels 40 in.

Diameter of axles 7 in.

Main journals 6 by 11 In.

Minimum clearance under locomotive 4% in.

Weight — locomotive complete 140,000 1b.

Weight mechanical equipment 85,000 lb.

Weight electrical equipment 55,000 1b.

Weight per driving axle 35,000 ib.

COMBINED WORK CAR, SNOWPLOW AND SWEEPER USED N PORT ARTHUR CIVIC RAILWAY

466

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 10

cab is unobstructed except for the heater and the neces-
sary controller and air-brake apparatus, all electrical
equipment being located either in the end cabs or under
the floor of the main cab, so that there is no possibility
of injury to persons through accidental contact with
high-voltage parts.

The four motors on each locomotive are of the GE-
255 railway type, which has a box frame and commu-
tating poles, and is designed for operation on 3000
volts when connected with two motors permanently in
series. Single gears are used for the drive.

The control is a type M single-unit equipment pro-
viding ten notches with motors connected all in series,
and nine notches with motors connected in two parallel
groups. The fuse compartment, main switch and con-
tactors are of the same type as used on the large road
locomotives for the main line. The transition from
series to parallel is accomplished by means of a large
electro-pneumatically operated switch which also serves
as a motor cutout switch.

Other details of the auxiliary apparatus are designed
to conform as far as possible to the equipment of the
road locomotives, all small switches, headlights, cab
heaters and the pantograph trolley being exactly simi-
lar, and the air compressor having parts interchange-
able with those of the road locomotives. However, the
3000-volt motor-generator set furnished to provide
forced ventilation for the motors, and power for the
control and headlights is of a smaller type than that
used on the large engines.

The locomotive develops a tractive effort of 42 000 lb.
temporarily and 13,480 lb. at a speed of 13.2 miles per
hour, or 18,400 lb. for one hour at 12 m.p.h., both of the
latter ratings being on the basis of forced ventilation.

Storage-Battery Car Shows Low-
Operating Cost

An example of the low cost of operation attainable
by storage-battery propelled cars on lines of light pas-
senger travel is shown by the performance of the Cam-
bria & Indiana Railroad's 50-ft. 30-ton Edison storage-
battery passenger car which was described and illus-
trated in the Electric Railway Journal of Dec. 19,
1914, and which has been run over the Colver Heights-
Rexis section of this Pennsylvania line for the last
fifteen months. During a recent series of runs made by
this car, amounting to 738 miles, the total cost for plat-
form labor and electric power amounted to $102.60 or
13.9 cents per mile. This cost is comprised of $67.20
for wages of motorman anr1 conductor, at $3.36 per day,
and $35.40 for electric energy, the latter figured on the
basis of two cents per kilowatt-hour. No allowance in
the operating cost has been provided for attendance
in charging the batteries, as this service is now per-
formed on alternate days by the crew, during the
interim between the runs.

W. E. Dobson, general manager of the company, be-
lieves that the car, with its present battery equipment,
is capable of making an increased mileage of 50 per
cent, which would reduce the cost per mile materially,
because the only additional cost would be in the amount
of energy consumed.

This railway company has just evidenced its satisfac-
tion with this type of car propulsion after three years
of experience with it by ordering an additional Edison
storage battery car from the Railway Storage Battery
Car Company, New York. The new car will be of some-
what smaller size than the car described above. It will
be 35 ft. 8 in. in length, and will be equipped with 165
Edison A-10 cells and four Westinghouse motors. The
body will be built by The J. G. Brill Company.

Installing Auxiliary Contact Wire in
Catenary Construction

In the March issue of the Electric Journal R. C.
Thurston, supervisor of electric service Erie Railroad,
Rochester division, gives the cost of adding a steel con-
tact wire to the catenary overhead construction on the
electrified division of the Erie Railroad, between
Rochester and Mount Morris, N. Y. This is a 34-mile
branch line, which was electrified in 1906. The 11,000-
volt overhead line is of single catenary construction
with 7/16-in. steel-span messenger wire and No. 000
high-drawn-copper contact wire. The installation of
the auxiliary steel contact wire was described in the
issue of the Electric Railway Journal for June 7,
1913, page 999. The data now given by Mr. Thurston
form a valuable supplement to that article.

It was estimated that the addition of the supple-
mentary wire would cost about $12,000 for the 34 miles
of main track and 3 miles of sidings and yards, the cost
to cover renewals of the deflectors or their adjustments
to the level of the new wire. The actual cost follows :

Material $8,176.24

Labor 1,036.60

Work train and crew 1,818.46

Supervisor, engineering 301.12

Total $11,332.42

The new wire has eliminated troubles with broken
contact wire, as it was designed to do, but it has de-
creased the life of pantograph shoes to about 2500 miles.

Cast-iron Sleeve for Expanded Steel
Poles

As an extra precaution against corrosion of its ex-
panded steel poles at the ground line, the Bates Ex-
panded Steel Truss Company, Chicago, 111., has intro-
duced a cast-iron

r

sleeve as illustrated
herewith. The high
corrosion resisting
qualities of cast-iron
combined with a ce-
ment mortar or as-
phalt filler as a seal
against the entrance
of moisture between
the sleeve and the
pole makes this an
ideal protective de-
vice. These sleeves
are made in two sec-
tions which are fas-
tened together with
one V2-in. machine
bolt as shown in the
accompanying illus-
tration. Those de- '
signed for a 35-ft.
5-in. pole weigh ap-
proximately 75 lb.
The walls of the
sleeve are % in.
thick. The sleeves
are 18 in. long and
are set 12 in. above the ground and 6 in. below. When
placed in position on the pole there is a space approxi-
mately 1 in. wide between the pole and the sleeve.
This interval, as mentioned before, is filled with cement
mortar or asphalt to seal it, and thus prevent the
entrance of water from the top or bottom of the sleeve.

CAST-IRON SLEEVE TO PREVENT COR-
ROSION OF STEEL POLES

March 4, 1916]

ELECTRIC RAILWAY JOURNAL

467

LONDON LETTER

London Electric Railway and Omnibus Companies Pool
Profits — London County Council Tramways
Report Figures

(From Our Regular Correspondent)

At meetings of the four electric railways controlled by the
Underground Electric Railways, London, and of the London
General Omnibus Company held recently, a perpetual agree-
ment was approved between the several companies for pool-
ing profits. The scheme consists of the payment of the
half-yearly net profits of the five companies, after providing
for transfers to reserve funds, into a common fund which
will be distributed among the companies in certain propor-
tions. Some idea of the vast amount of traffic handled by
the five companies concerned is derivable from the fact that
in 1914 the number of passengers carried totaled 819,000,000.
The management of the various companies has done almost
everything feasible to attract business by affording facilities
of all kinds, and has initiated a system of through fares and
through bookings. Despite these arrangements, only 42,-
000,000 of the passengers conveyed in 1914 were through
passengers between the various systems controlled by the
Underground Company. That this was so was due in part
to the fact that each through ticket must be apportioned
between the carrying companies, which made the provision
of a complete and comprehensive system of through tickets
practically impossible. The new arrangement is designed
to do away with any need of apportionment of through
bookings and will render possible a simple and effective
system of through or interchange tickets, thus avoiding the
expense of apportioning and clearing many millions of
through fares, each of small amount.

Lord Claud Hamilton, presiding at the recent meeting of
the East London Railway, said that the railway's main
source of revenue was passenger traffic. He attributed the
large increase in traffic to the electrification of the line,
which was now entirely completed. In 1912 the railway
carried 4.224,059 passengers, whereas at present it is carry-
ing 8,497,284. The war may have had something to do with
the increase, but too much importance need not be attached
to that suggestion. Lord Hamilton believed that the facili-
ties afforded, especially for through booking, had really
brought about the great increase.

According to the annual report of the London County
Council, the total length of the Council's tramways on Dec.
31, 1914, was 149% route miles, of which about 143% miles
were electric tramways. During the year 1914 nearly 60,-
000,000 miles were run by the tramcars, while nearly 535,-
000,000 passengers were carried. The total capital expendi-
ture upon the tramways undertaking to March 31, 1915,
amounted to £13,315,723, of which £287,603 represented ex-
penditure during 1914-1915. The total income for the year
was £2,399,846 and the working expenses £1,700,571, leaving
a surplus of £699,275. Debt charges and interest, however,
amounted to £732,448, so that there was a deficit for the year
of £33,172, which has been met out of the general reserve
fund. The total debt incurred to March 31, 1915, amounted
to £13,744,606. Allowing for debt repaid and sinking fund
balances, and for surplus land valued at £122,216, the net
debt at that date was £9,836,186.

Steady progress is being made with the equipment of ad-
ditional suburban routes for electrical working on the Lon-
don, Brighton & South Coast Railway. The lines which are
now being converted from steam to electric traction on the
single-phase system extend over a total of 220 miles of sin-
gle track. It is unlikely that electrical services will be in
operation between London and Brighton and other south
coast towns for some years, but the work which is being
done on the suburban routes is now approaching the final
stages, and when the contracts now in course of execution
are completed the main-line work will doubtless be taken in
hand.

There have been a great many stoppages of late on the
Edinburgh tramway system. At the annual meeting held
recently, the chairman stated that the system at present
was not in a state in which it ought to be. There are 13,000
pulleys on the system. These had been carefully examined
and inspected. Out of that number about 5000 were either
wanting or inefficient. The late engineer accounted for

many of the delays by the fact that they were entirely due to
the number of new drivers on the system, many of the old
ones having gone on service at the front. Before the end of
March the whole system would be thoroughly overhauled.

One of the Gateshead & District Tramway cars ran down
tin incline backward recently and jumped the track in Salt-
well Road. Four persons were killed and two severely in-
jured. The car was on a steep grade and in a loop waiting
for another car to pass. After waiting for some time for
the down car to move, the driver of the up car fixed the
brakes and went forward to ascertain the cause of the delay.
During his temporary absence the car began moving back-
ward down the hill, and finally overturned. At the time of
the accident there were between thirty and forty passengers
on the car. The four persons who were killed were not trav-
eling in the car, but happened to be passing at the time and
were knocked down when the car left the rails and were
crushed beneath it when it overturned.

A somewhat similar accident to that at Gateshead resulted
in the death of one passenger recently on the Dudley system
of tramways. On arriving at a terminus the driver left the
car, telling the conductor that he was going for his tea,
which he intended to eat on the journey. It appears that
the car started of its own volition before the return of the
driver, and the conductor proceeded to collect fares as if
everything was in order. It was not until the car had pro-
ceeded a quarter of a mile that a passenger called the con-
ductor's attention to the fact that there was no driver. The
conductor promptly applied the brake at the rear, but too
late to save the car from being overturned. At the inquest
the jury returned a verdict to the effect that the overturning
of the car was due to gross carelessness on the part of the
conductor, and that the driver deserved censure for his neg-
lect. The conductor has been charged at the police court
with manslaughter.

The Metropolitan Electric Tramways, Ltd., as the lessee
of tramways owned by the Middlesex County Council, has
deposited a bill for introduction into Parliament next session
to relieve temporarily the Middlesex County Council "from
any liability to proceed or to be compelled to proceed" with
the tramway and street widenings authorized by Parliament
in 1911. The preamble of the bill states that this relief is
required "in the circumstances of the present war and the
curtailment of expenditure by public bodies arising in con-
sequence thereof." The relief is to extend until three years
after the termination of the war. The bill also postpones
until the same period the time granted by Parliament in
1913 for erecting trackless trolley vehicle equipment in
Wood Green and Tottenham from Green Lanes to Ferry
Lane.

The Board of Trade has inspected the tramway to Acock's
Green which has been constructed by the tramways depart-
ment of the Birmingham Corporation. Owing to the
shortage of men in the employment of the department, and
to the fact that extra care must be observed in running the
cars in consequence of the restricted lighting, it has been
found desirable to reduce the speed on all routes, and thus
lengthen the time consumed in the journeys to and from the
city. This involved a complete revision of the time-table.

The terms of the award in the arbitration between the
Plymouth Corporation and the Devonport & District Tram-
ways, which system was recently annexed by the corpora-
tion, are as follows: The arbitrator awarded that the cor-
poration should pay the company in respect of (1) the com-
pany's tramway undertaking; (2) the light railway; and (3)
the profits the company might have been expected to earn
between Oct. 2, 1915, and Aug. 12, 1919— that is, the whole
of the matters referred to in the agreement between the
parties dated May 10, 1915, scheduled to the Plymouth Cor-
poration Act, 1915— the sum of £103,970. Each party is to
bear its own cost of the reference, and the arbitrator's costs
are to be borne in equal shares by the corporation and the
company. Mr. Sellon, for the company, claimed in round
figures £257,000, while Mr. Hamilton, for the corporation,
assessed the value of the undertaking and compensation
payable at £93,000.

More than 190 women are now employed as conductors on
the London County Council Tramways. They work on an
average eight hours and twenty-four minutes a day. They
are paid the same rates of wages as men conductors.

A. C. S.

468

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 10

NEWS OF ELECTRIC RAILWAYS

NEW YORK INVESTIGATION TO LAST UNTIL JULY 1

The Senate of New York on Feb. 29 voted by twenty-four
to fifteen to give the Thompson legislative investigating
committee until July 1 to complete its hearings and six
months more to compile its report. Senator Thompson had
previously offered a resolution extending the life of his com-
mittee from March 7 to Jan. 10, 1917.

In the meantime confirmation of the nomination of Travis
H. Whitney and Charles S. Hervey by the Governor for
appointment to the Public Service Commission for the First
District of New York is being held up. Senator Thompson
has announced himself as opposed to these appointments
as unwise "in view of the disclosures that have been made
in the course of our investigation." He said, however, that
he was open to conviction with respect to the Whitney's rec-
ord. Mr. Whitney is now secretary to the commission and
Mr. Hervey was a deputy in the comptroller's office.

On Feb. 28 subpoenas were issued to the Interborough
Rapid Transit Company calling for a record of financial
details for a period beginning at its organization and of
the Brooklyn Rapid Transit Company from 1908.

On Feb. 26 Mirabeau L. Towns, the lawyer, told the
Thompson committee of receiving $5,000 from the Inter-
borough Rapid Transit Company for arranging conferences
between President Theodore P. Shonts of the company and
Mayor William J. Gaynor in the negotiations over the then
proposed subway extensions, and how he swayed the Mayor
from a plan of municipal ownership to favor the Inter-
borough plan. Mr. Towns denied that there was ever any-
thing ulterior in his dealings with the Interborough. The
committee also heard T. H. Gillespie, vice-president of T. A.
Gillespie & Company, the firm which got the contract from
the Interborough for third tracking the elevated lines. Mr.
Gillespie appeared in answer to a subpoena, but he refused
to turn over to the committee certain papers bearing upon
his firm's dealings with a branch firm in Pittsburgh. Sena-
tor Thompson immediately got into touch with District At-
torney Swann, but later decided to ask the Senate to sum-
mon the recalcitrant witness before it.

On March 1 the committee went more thoroughly into the
subway prior determination account to find out if the bonus
allowed President Theodore P. Shonts of the Interborough
is to be paid by the city. On the same day Mayor Mitchel
ordered Corporation Counsel Hardy to make a thorough in-
vestigation of the matter. In a letter to Mr. Hardy the
Mayor said it had been suggested that the bonuses given
Interborough officials and other charges have been made to
the construction account, and that any charges improperly
made to this account must obviously work to the detriment
of the city. He ordered Mr. Hardy to obtain an official
transcript of the minutes of the Thompson committee and
find out if there is a basis for the city's contesting any such
charges.

HOLYOKE COMPANY OPPOSES MUNICIPAL
OWNERSHIP BILL

William H. Brooks, attorney for the Holyoke (Mass.)
Street Railway, appeared at a hearing before the committee
on street railways at Boston on Feb. 17 in opposition to the
bill authorizing the city of Holyoke to purchase the road.
Mr. Brooks declared that, to every intent, the bill is uncon-
stitutional, and as class legislation it should be vigorously
condemned. He charged the proponents of the measure,
who appeared in force in the previous week, with playing
politics. Mr. Brooks said that the stockholders of the com-
pany would be glad to sell their holdings if they could get
back what they had put into the road. The company has 371
stockholders who own the 13,400 shares outstanding. The
largest holder owns only 800 shares. According to the
terms of the bill the city could purchase the physical plant
and equipment of the property without paying anything for
good-will and other intangibles.

NEW SAFETY MOTION PICTURE IN BROOKLYN

The central safety committee of the Brooklyn (N. Y.)
Rapid Transit Company has staged a new safety moving
picture which has been produced by the Universal Animated
Weekly and forms an interesting supplement to the now fa-
mous Brooklyn Rapid Transit safety motion picture, "The
Price of Thoughtlessness," which was produced two years
ago. "The Price of Thoughtlessness" had an extraordinary
run in moving-picture houses throughout the country, and
has become a standard among safety films dealing with ac-
cidents to children.

In safety instruction, as in many other things, there is
always a demand for something new. Accordingly the cen-
tral safety committee of the company undertook last fall to
produce a new film. The result is "The Cost of Careless-
ness," a movie also dealing with child accidents, the scenario
being developed by E. C. Clarke, supervisor of instruction of
the surface lines; A. P. Gumaer, formerly chief clerk of the
bureau of public safety, and H. A. Bullock, chairman of the
central safety committee, in co-operation with the manage-
ment of the Universal Animated Weekly.

The picture begins by showing Gen. George W. Wingate,
president of the Brooklyn Institution for Safety, giving a
safety talk to a group of boys and girls at a school building,
and then presents a scene in school with Mrs. Katherine D.
Larrabee, the lecturer of the Bureau of Public Safety, con-
ducting a safety meeting. A unique feature of the picture
is "a movie of a movie," in which the children are shown
looking at the picture. "The Price of Thoughtlessness" and
the scenes from that picture as displayed on the screen actu-
ally pass before the eyes in the new motion picture, "The
Cost of Carelessness."

The picture shows the safety patrols at work and follows
children to their play after school hours. Two of the boys
try stealing a ride on the rear end of a trolley car and one of
them jumps off directly into the path of an approaching
automobile. He is "run over." The next scene shows a
group of the boys playing "cat" in the street. One of them
stumbles and falls on the car tracks, and this juvenile actor
is actually struck by the car and picked up on the wheel-
guard. Then the film shows how various boarding and
alighting accidents occur, and passes finally to the reckless
operation of automobiles.

The new movie was presented in public for the first time
at the luncheon of the Brooklyn Institution for Safety at the
Hotel Bossert on March 4. It will now be put into use in the
public safety campaign.

ARBITRATION AGREED TO IN SPRINGFIELD, MO.

A strike of the employees of the Springfield (Mo.) Trac-
tion Company, conducted through the Springfield Division of
the Amalgamated Association, was begun on Feb. 19, as an
outcome of the demands for recognition by the company,
submission by the company to arbitration in case of dispute
and recognition of the privilege of seniority in the assign-
ment of runs. Street car service in Springfield, which was
suspended, owing to the refusal of strikers to work, was re-
sumed in three days, and on Feb. 23 an agreement was
signed by both parties. An abstract of this agreement fol-
lows:

1. The company officials agree to confer with representa-
tives of the Division of the Association upon all questions
within the spirit of the agreement, which may from time to
time arise.

2. Upon failure to reach a mutually satisfactory agree-
ment the matter in dispute shall be submitted to a temporary
board of arbitration consisting of three disinterested parties
of which one member shall be selected by the company, one
by the Association Division and the third member by the two
thus chosen. The day after the board has been chosen it
shall meet daily, Sunday excepted, until a decision is reached.
Each party shall bear the expenses of its chosen arbitrator

March 4, 1916]

ELECTRIC RAILWAY JOURNAL

469

and both parties shall share equally in paying the expenses
of the third arbitrator. Each party must select its arbitra-
tor within five days after the agreement to arbitrate or no-
tice is given by either party to the other that arbitration is
desired.

3. If any member of the division is found after proper in-
vestigation to have been unjustly suspended or discharged he
can be reinstated by the company and shall be paid for all
time lost. Any employee laid off for cause shall receive a
hearing on written demand within twenty-four hours by the
superintendent of the company.

4. Preference of runs shall be assigned in accordance with
seniority of service with the company. The company has a
right to consider efficiency in questions of seniority, and
should the schedules or runs be changed they will be made
up in substantially the same manner and form as they are at
present in effect and have been for the past five or more
years. The present scale of wages shall be maintained with-
out change.

BIDS WANTED FOR MATERIAL

The St. Paul Southern Electric Railway, St. Paul, Minn.,
announces that it is in the market for the following material:
100,000 ties, cedar, tamarack or oak; 1600 7-in. 35-ft. cedar
poles; 4000 tons of 70-lb. rails and fastenings; eight passen-
ger cars; one electric locomotive; one snowplow; 36 miles
of fencing; copper bonds, and No. 0000 copper wire. All
correspondence regarding this equipment and material
should be addressed to W. L. Sonntag, general manager,
1127 Merchants' National Bank Building, St. Paul, Minn.

SAMUEL GOMPERS DISCUSSES PUBLIC OWNER-
SHIP AND ORGANIZED LABOR

In its issue of Feb. 19 the Union Leader, the official jour-
nal of the electric railway employees of Chicago and pub-
lished by the Amalgamated Association, quotes Samuel
Gompers, president of the American Federation of Labor,
as follows:

"The defeat by the labor unions of the proposed munici-
pal street car system in Detroit has puzzled and taken
aback the intellectual group of advocates of public owner-
ship in general. They have been in the habit of hastily
going ahead with their theories without taking into ac-
count the lessons the wage-workers have learned thereon,
sometimes at a dear price.

"Discussion in the trade unions of the right of govern-
ment or municipal employees to organize has brought to
the forefront above all other considerations concerned in
the question the fact that the right of labor to stop
work at will must not be in the least restricted in any part
of the public service. Methods, directly applicable, open to
all the wage-earners interested, must be established by
which grievances shall, beyond question, be rectified. Peti-
tions must be acted upon and hearings for individuals or
delegations granted promptly, while lawful association of
the workmen remains untrammeled and duly protected. In
short, all the aims of organized labor, in point of wages,
workday and worshop conditions, must be equaled or bet-
tered in practice, or else every usual form of the activity
of organized labor, including the strike, is to be expected,
as labor's fundamental right.

"While the municipal ownership proposition was under
consideration in Detroit, representatives of the labor move-
ment appealed to us for advice. The following telegraphic
reply was sent:

" 'I would not vote in favor of municipalizing of the rail-
roads unless it had at least this provision: right of the
workers to organize and for the directors of the railroad
to enter into joint bargain regarding wages, hours and
conditions of employment. If proposition does not con-
tain such a proviso, in my judgment it should be defeated.'

"Trade unionists are convinced that to take away by
arbitrary order both the laborer's supreme lawful right
to dispose of his labor at his own will and the laborer's
correlative rights to hearing, petition and association is to
crush him and abandon him in helpless slavery. No munici-
pal ownership scheme, with trade unionism left out, can
be acceptable to trade unionists and liberty-loving citizens."

PRACTICAL PUBLIC RELATIONS
International Railway Hauls Garbage, Ashes and Other
Refuse in Emergency — Keeps Its Lines Open
in Blizzard

Through the immediate co-operation of E. G. Connette,
president of the International Railway, Buffalo, N. Y., the
strike of ash, refuse and garbage wagon drivers employed
by the city did not have a serious effect upon any par-
ticular section of Buffalo. Large double-truck flat cars and
the single-truck automatic dump cars were pressed into
service over all lines and there was but little delay in
making collections. In the downtown sections collections
were made during the night and in many instances the
service was more satisfactory than the wagon collection.
The heavy snowfall during the weeks of Feb. 20 and 27,
which threatened to impede traffic if allowed to accumulate
during the strike, was quickly removed by the company's
laborers and hauled away in flat and dump cars. The rail-
road work was under the direction of N. H. Brown, general
superintendent of transportation, and Thomas Connette,
superintendent of the Buffalo city lines.

William F. Schwartz, commissioner of streets, comment-
ing upon the spirit of co-operation displayed by officials of
the company, said that much credit was due to Mr. Brown
and Mr. Connette for the thorough manner in which the
work was handled, as the situation during the first day of
the strike threatened serious proportions. There was an
exceedingly heavy fall of snow, and with no wagon drivers
or laborers available to remove the snow and carry on the
regular work of collecting the refuse, ashes and garbage,
the city officials were at a loss to solve the problem.

Despite the blizzard and heavy snowfall in Buffalo and
western New York on Feb. 26 and 27, the city and inter-
urban lines of the International Railway did not have any
serious trouble in maintaining schedules. Large rotary
snowplows were used on the Buffalo and Lockport, Lockport
and Olcott and in some parts of the Buffalo and Niagara
Falls divisions, and all available push plows and sweepers
were pressed into service on the city lines of Buffalo,
Niagara Falls and Lockport.

KANSAS CITY RAILWAYS ORGANIZES PUBLICITY
DEPARTMENT

E. B. Atchley, formerly connected editorially with various
Western newspapers, and recently special editorial writer
on the Kansas City Post, has been made head of the new
publicity department of the Kansas City (Mo.) Railways.
This department is to be subordinately a "press agent"
service, since most of its activities will be directed to work
for the benefit of the employees of the company. It will
have charge of welfare work and safety-first propaganda.
It will also handle the advertising of the company.

While there is no purpose to seek newspaper publicity
through this department, its function will be to see that
correct information goes out, complete in detail, and con-
sistent with facts in other departments and with the plans
of the company. The present plan is to give the information
in skeleton form, to be written by the persons seeking the
stories. It is probable that daily bulletins will be issued on
current happenings, to which the newspapers will have
access.

Perhaps the most important feature of the work of the
new department will be that for the benefit of employees.
It will systematize and expand the welfare work already
being done, arrange for gymnasium facilities for employees
and supervise the athletic equipment in all carhouses. A
loan department will probably be established for the benefit
of employees. A monthly magazine is to be established for
circulation among the men.

Frank J. Munagle, publisher and editor of the Electric
Railway Trainman of Kansas City, will assist Mr. Atchley.
The Electric Railway Trainman will discontinue its Kansas
City personal department, and become more of a national
magazine for trainmen. Miss Green, formerly secretary to
John M. Egan, formerly president of the street railway,
closely in touch with the company's activities, will also be
in the department.

The same department will handle similar work for the

470

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 10

Kansas City Light & Power Company. The details of this
work will be arranged after the separation of this company
from the street railway has been completed.

WORK STOPPED ON PHILADELPHIA
UNDERGROUND ROAD

Engineering difficulties experienced in excavating for the
Broad Street subway beneath City Hall in Philadelphia, Pa.,
have resulted in the suspension of operations entirely. This
action was taken by Mayor Smith, after conferences with
Senator McNichol, president of the Keystone State Con-
struction Company; his engineers, Director Twining and
William H. Quimby, the chief engineer, in charge of con-
struction for the department of transit. When the Mayor
was asked concerning the shut-down, he said he had ordered
to work stopped, pending a report from the department of
transit. Director Twining issued a statement as follows:

"The Mayor made a statement that he had authorized
that work be temporarily suspended on the contract for the
section of the Broad Street Subway beneath the City Hall.
The Mayor stated that Director Twining had discussed with
him certain changes which he favored, and that he was
expecting a detailed report to be submitted to him in a
short time. He stated that he considered these modifica-
tions would be very much to the benefit of the city. These
modifications, if adopted, may alter the work now under
contract beneath the City Hall to some extent, and the
Mayor considered it wise to suspend that work until the
detailed report was received and given consideration. The
Mayor stated that he had been informed by Director Twin-
ing that if the modifications proposed be adopted the work
will probably cost less money and can be constructed more
quickly than otherwise, so that the operation of the system
would be expedited."

$100,000 FOR PUBLICITY

The Brooklyn Rapid Transit Company spent $100,000
for publicity in its subway campaign prior to the signing
of the contracts two years ago, according to a statement
made by Timothy S. Williams, president of the corporation.
In explaining these payments Mr. Williams said:

"These were legitimate expenditures incurred in our
appeal to the public on behalf of Brooklyn and Queens.
We thought they were just as proper charges to our con-
struction account as many of the city's expenditures which
were charged to its construction account, but the Public
Service Commission did not agree with us, and so the items
are not added to its construction account, but have to be
amortized out of earnings during a certain number of
years. The expenses to which I allude aggregate about
$100,000, and nearly all of them were made up of bills paid
to newspapers for advertising, the small balance being for
other publicity purposes, such as printing and postage in-
volved in circularizing, etc. The advertising was a very
effective means of reaching the people, and was undoubtedly
productive of much good in informing public officials."

PREPARING FOR BROADWAY SUBWAY OPERATION

With the idea of getting the new Broadway subway into
operation early next year the Public Service Commission
for the First District of New York is advertising for bids
for station finish for seven stations on that line between
Morris Street and Trinity Place on the south to and in-
cluding Union Square on the north. Bids for this work
will be opened on March 9 next at 12.15 o'clock and the
contract will be awarded shortly thereafter. It is the in-
tention of the commission to push this work so that it will
be finished in time for the track-laying and signal installa-
tion in the spring. The construction contracts upon the
lower part of the Broadway subway are nearly completed,
and with good luck those between Bleecker Street and
Twenty-sixth Street should be completed during the com-
ing fall. The Canal Street subway, which is to connect
the Broadway line with the Manhattan Bridge and the
Fourth Avenue subway in Brooklyn, should be completed
in March of next year, and then trains from the Fourth
Avenue subway can operate through Canal Street to Broad-
way and north through Broadway as far as the completed

structure will permit, which will probably be between Four-
teenth Street and Twenty-eighth Street. As the Fourth
Avenue subway is already operating to Coney Island by
the Sea Beach connection, this will make possible through
operation from Fourteenth or Twenty-eighth Street to
Coney Island during the next summer season.

$180,000 TO BE SPENT FOR BUILDINGS IN TRI-CITIES '

Car shops to cost $80,000 and an inn to cost $100,000 are
two of the largest improvements the Tri-City Railway,
Davenport, Iowa, will make in the tri-cities this season.
Plans for the two improvements, both of which will be
made in Rock 'Island, have been completed and officials
announce work will begin immediately.

The new inn will be a historic structure on the heights
overlooking Rock River. It will be erected on the sight of
three former inns, two of which were burned. The present
structure will be fireproof. The construction of the new
inn will follow closely the construction of a similar building
on Campbell's Island, another favorite amusement spot.

Plans for the new car shops indicate the company will
build one of the most modern plants of the kind in any city
in the Middle West. The shops will afford the company an
opportunity to rebuild and repair its entire equipment, con-
sisting of nearly 200 cars. The shop building will be two
stories. The upper floor will contain the offices and baths
and rest rooms, etc., for the conductors and motormen.
The first floor will contain modern machinery and equip-
ment. The building will be of brick, steel and concrete and
of architecture to conform with the adjoining carhouse
constructed two years ago following a fire in which the com-
pany lost practically all its rolling stock.

Traction Company Guarantees Saving Over Municipal
Light Plant.— The Fort Wayne & Northern Indiana Traction
Company has made a proposal to the board of public works
of Fort Wayne, Ind., to take over the lighting of the city
streets and has guaranteed to save the city $395,000 on a
ten-year contract. The city has maintained a municipal
lighting plant since 1907 and has engaged in both street
and private lighting.

Signs of Spring. — Interborough Day will be celebrated
at the Polo Grounds, New York, on April 11, when the
New York Giants will meet the pick of the Interborough
league players, who are employees of the elevated and sub-
way roads included in the system of the Interborough Rapid
Transit Company. The railroad shops will be closed that
day and 5000 employees and their friends will attend the
game. They will have the Interborough band of 150 pieces
to provide the music. This will be the first event of its
kind ever seen at the Polo Grounds.

San Francisco Ferry Loop Privilege Must Be Shared. —
That the United Railroads, San Francisco, Cal., shall share
the outer loop with the Municipal Railway or remove the
tracks within thirty days was the dictum of the State Board
of Harbor Commissioners, issued on Feb. 19. This is the
outcome of the city's application filed several days ago and
asking for the same privileges over the tracks of the ferry
loop as the United Railroads enjoys. This ruling may secure
for the city the right to operate cars on the loop as it was
doing previous to the granting of the injunction. It is stated
that permission will be secured from the property owners
to allow the city to attach overhead wires to the buildings.
Superintendent Cashin stated that only a short time would
be necessary to install a new loop in case the United Rail-
roads was ordered to remove its tracks.

Air Brakes and Toilets Ordered to Be Installed. — Mem-
bers of the Ontario Railway & Municipal Board held a ses-
sion in Windsor, Ont., on Feb. 21, and at its conclusion rep-
resentatives of the corporation announced several impor-
tant orders by the commission. Among the most impor-
tant matters discussed was the question of having air
brakes installed on cars of the Windsor-Tecumseh inter-
urban line of the Sandwich, Windsor & Amherstburg Rail-
way. Chairman Mclntyre intimated that an order would
be made to this effect, and also that toilets would have to
be installed at once on the cars of this line. The board's
engineers will investigate the operation of the service be-

March 4, 1916]

ELECTRIC RAILWAY JOURNAL

471

fore any judgment is delivered. An application by the city
to compel the company to lay tracks on Erie Street was
not entertained by the board. Chairman Mclntyre stated
that this question was one with which the commission had
not power to deal. The board will, however, see that if
the city decides to make an extension of the line to Walker-
ville, they will not be interfered with.

Conflict of Provincial and Dominion Rights. — When the
Dominion House of Parliament went into committee on pri-
vate bills at its opening on Feb. 21, the question of con-
flicting provincial and dominion rights arose in connection
with the consideration of a bill transferring to the city of
Brantford, Ont., the right of operation of the Grand Valley
Radial Railway, which has been acquired by the corporation
of that municipality. W. F. Cockshutt explained that when
the railway, which besides running over Brantford streets
radiates to the cities of Paris and Gait, had gone into
liquidation it had been acquired by Brantford and had
hitherto been operated under license. It was now sought to
transfer to the commission appointed to take it over the
rights granted in the original act of incorporation of the
road. William Pugsley said the proposition might be ad-
vanced that Parliament had no right to legislate in regard
to purely local railways, which were not works for the
general advantage of Canada, and Sir Robert Borden agreed
that the bill should be inquired into by the Justice Depart-
ment in this connection, and that the Ontario authorities
should be notified in regard to it.

PROGRAMS OF ASSOCIATION MEETINGS

Wisconsin Electrical Association

As stated briefly in the Electric Railway Journal of
Jan. 1, page 56, the annual convention of the Wisconsin
Electrical Association will be held at Milwaukee on March
16 and 17, with headquarters at the Hotel Pfister. At the
meeting the Railroad Commission of Wisconsin will define
its attitude toward the security issues and outline the pro-
cedure to be followed in making application for an increase
in capitalization. A member of the Wisconsin Tax Com-
mission will explain the method of taxation of public service
companies and why taxes have been increasing annually.
The new schedule of rates for residence electric service now
in effect in Milwaukee and the surrounding territory will be
explained. A paper will be presented on street lighting
rates and contracts which will state the underlying prin-
ciples of rate making and cost accounting for street lighting
service. There will also be a paper "Two Years' Experience
in One-Man Car Operation." March 16, the first day of
the convention, will be a joint session with the Wisconsin
Gas Association.

New England Street Railway Club

The sixteenth annual meeting and dinner of the New Eng-
land Street Railway Club will be held at the Copley-Plaza
Hotel, Boston, Mass., on March 23. At the annual meeting
at 3 p. m. the election of officers will take place, the annual
reports of officers read and other business of the usual na-
ture considered. Plans have been made to make the recep-
tion at 6 p. m. an unusually pleasant feature. The speakers'
committee has succeeded in securing speakers of prominence
and has announced acceptances from Capt. Halstead Dorey,
aide-de-camp to Maj.-Gen. Leonard Wood, Headquarters
Eastern Department, U. S. A., Governors Island, N. Y., and
Camp Commander, First Training Regiment, Plattsburg,
N. Y.; A. B. Leach, New York, president A. B. Leach &
Company, former president of the Investment Bankers' As-
sociation of America and president of the Columbia Gas &
Electric Company, Cincinnati, Ohio; Samuel W. McCall,
Governor of the Commonwealth of Massachusetts, and
James M. Curley, Mayor of the city of Boston. The toast-
master will be Guy A. Ham. The cost of tickets will be $5
each. The tables will seat eight each. Seats and tables
will be assigned in the order of the receipt of applications.
So far as it does not conflict with the "first come, first
served" policy, the personal preferences as to location, etc.,
when expressed in writing by the applicant for seats, will be
considered by the committee in the assignment, and every
possible effort made to follow them.

Financial and Corporate

COST OF RAILWAY SUPPLIES INCREASING
Data from Authoritative Sources Show Serious Condition
Confronting Electric Railways on Account of
Rising Prices and Slow Deliveries

The increasing cost of supplies is becoming a problem of
serious importance to the electric railway industry, and
even more important is the fact that deliveries on some
commodities are beginning to look impossible at any price.
Such conditions are not at all imaginary, for data collected
by the Electric Railway Journal from both railway and
manufacturing sources clearly indicate the reality of the
upward price movement.

For example, one company says that 6-in. trolley wheels
which were sold last year for $1.20 are hard to get at $1.90,
and steel trolley poles are practically out of stock. Ac-
cording to other reports, trolley rope is up 2 or 3 cents per
yard, being affected by the cotton market, as are also
tapes for winding armatures. The last purchase of tapes
in one case was made in February at an advance of approxi-
mately 15 per cent above the normal. Cotton waste, pur-
chased on contract last year at 5% cents per pound for col-
ored and 6J/2 cents per pound for white, is now 8 cents and
10 cents respectively.

Rail bonds are said to have steadily advanced in price
during the last year, the increase now being about 40 per
cent. Field and armature coils have, during the last three
months, taken rapid strides in price, ranging from 30 to
40 per cent over previous prices. Dry batteries cost to-day
33.3 per cent more than a short time ago. Plate glass fig-
ures about 25 per cent higher in price than it did a few
months ago, and window glass from 35 to 40 per cent higher.
Bolts, nuts and washers have jumped about 50 per cent,
and car axles had jumped about $1.50 per hundred pounds
in December with a very long delivery period to be expected.
Ball-bearing prices are way up. High-speed twist drills
have increased in price about 300 per cent and at that are
very hard to obtain. Gears and pinions have taken a tre-
mendous jump in price. Iron castings, owing to the cost
of coke, pig and labor, have advanced in one case 65 per
cent at local foundries. Metal parts cannot be had short
of from six to nine months' delivery.

The following testimony of a prominent railway pur-
chasing agent aptly describes the trade conditions in the
copper, as well as the iron and steel, market:

"One of the largest producers of copper trolley wire has
advised us that it is promising deliveries of not less than
ten months and does not care for the business at that. A
scrap metal dealer said that he had never seen such condi-
tions in his thirty years' experience, especially on copper
and brass. He cited a couple of recent purchasers of this
scrap who were never known before to purchase such mate-
rial. In fact, they would not accept it as a gift, but to-day
they are hounding him for it.

"Iron and steel are simply beyond us, and if any store-
keeper dares to requisition for it we simply get dizzy when
we see the items, no matter how small they may be. We
had occasion the first of the month to purchase some cold
rolled steel, and of course had to buy from jobbers on ac-
count of the small quantity. We were obliged to pay more
than a 100 per cent increase over the normal price. We have
been obliged, notwithstanding the stock put in, to purchase
quantities of. bar iron and steel. It is a common thing-
after we secure quotations and place our orders to be
notified that the dealer cannot fill this or that item, for his
stock was depleted during the one, two or three days inter-
vening between the time of the quotation and the time of
receipt of the order."

The coal situation in several cases has assumed a very
serious aspect, on account of the great congestion at trans-
fer points and terminals, and some railways are said to
have been required to pay extremely high prices for coal
regardless of their contracts. In view of the expected labor
difficulties in the coal field, the outlook is deemed anything

472

ELECTRIC RAILWAY JOURNAL |V0L. XLVII, No. 10

but favorable. Moreover, there have recently been substan-
tial advances in automobile tires, broom stock, leather,
paper, lumber and all sorts of chemicals, especially those
entering into the manufacture of paints. Gasoline is selling
at a fancy price. Indeed, one purchasing agent said: "I
could enumerate every article costing more money to-day
than in normal times, but such a list would comprise prac-
tically every article I purchase."

One of the companies furnishing the foregoing data
anticipated its 1916 requirements in a "tremendous" va-
riety of materials so that in its case the only present dis-
turbing factor is deliveries. This company has not yet
considered any substitutions, but it is felt that if the pres-
ent conditions continue for another year or two, these may
be necessary.

FINANCING RAILWAY CONSTRUCTION
Fresno Interurban Railway Desires to Raise Money from
Abutting Landowners as Unsecured Creditors

A plan to finance the construction of an electric railway
with money advanced by owners of land increased in value
by the improvement, who shall be reimbursed from surplus
earnings of the line but who shall not receive any security
for repayment from any source other than from surplus
earnings, has been sanctioned for the Fresno (Cal.) Inter-
urban Railway by the California Railroad Commission. The
company plans to build a line from Fresno to the Center-
ville district, with branches to Clovis and to Gould colony,
a total of 2G miles, which can be built for $17,300 a mile or
$449,800. Already 4.5 miles of single track are in opsration.

According to the plan proposed, landowners subscribing
to the construction of the line are to receive certificates of
indebtedness, but money thus raised is to be used solely
for refunding the $350,000 of bonds that the company has
been authorized to issue. According to the plan, certificates
of indebtedness will be sold to landowners under terms that
payment be made on the basis of 10 per cent thirty days
after the line has been completed to or opposite the property
of the subscribers and the balance before ten years, with
interest at 6 per cent from the time of the 10 per cent pay-
ment. For the unpaid 90 per cent balance the company
proposes to take out mortgages on the property of the land-
owners, who would thus become unsecured creditors because
the company would give no security for the payment and
cancellation of the certificates of indebtedness. It is stipu-
lated, however, that any surplus remaining after the pay-
ment of operating expenses, sinking fund instalments, in-
terest on bonds and other fixed charges shall be used as
follows: (1) For the payment of 6 per cent interest on all
money paid by the landowners who sign the proposed
agreement; (2) for the payment of an amount to the land-
owners who sign the proposed agreement equal to the
interest due the company from these landowners on unpaid
subscriptions; (3) for the payment and cancellation of bonds,
and (4) for the payment and cancellation of the certificates.

The foregoing plan was approved by the commission on
the condition that copies of the decision be shown every
landowner asked to subscribe, in order that he may know
just what is proposed. In discussing the plan Commis-
sioner Loveland said:

"The landowner is to become an unsecured creditor of the
company, and the company is to have a lien on the property
of the landowner for unpaid subscriptions. If the land-
owners, who expect to be benefited by the construction of
the line, desire to aid in its financing, this commission will
not restrict them from so doing, and I do not desire to cast
unnecessary doubt on this enterprise. This commission,
however, has no means of determining whether the surplus
earnings will be sufficient to pay the principal of and the
interest on the certificates of indebtedness. The applicant
will be required to furnish a copy of this decision to each
landowner before he is called upon to sign the proposed
agreement. It will also be necessary for the applicant to
submit to this commission for approval a copy of the pro-
posed agreement which it expects the landowner to sign,
as well as a copy of the proposed certificate of indebtedness
which it proposes to issue. I suggest that the certificates
be made negotiable, that they be issued for a term not
exceeding fifteen years and that they be made a lien on the
property, subject to the lien of the first mortgage bonds."

ANNUAL REPORT

Oregon Electric Railway

The statement of income, profit and loss of the Oregon
Electric Railway, Portland, Ore., for the twelve months end-
ed June 30, 1915, follows:

Railway operating revenues $984,395

Railway operating expenses 695,647

Net revenue, railway operations $288,748

Taxes assignable to railway operations 78,918

Operating income $209,830

Non-operating income :

Income from lease of road $496

Miscellaneous rent income 102

Net income from miscellaneous physical property 3,739

Total $4,337

Gross income $214,167

Deductions from gross income :

Rent for leased roads $462

Miscellaneous rents 1,404

Net loss on miscellaneous physical property 1,234

Interest on funded debt 100,000

Interest on unfunded debt 473,023

Miscellaneous debits 150

Total deductions $576,273

Net deficit transferred to profit and loss $362,106

The gross earnings of this company, which is a 194.52-
mile interurban line controlled by the steam Spokane, Port-
land & Seattle Railway, showed a decrease of $197,409 or
16.6 per cent, as compared to the preceding year.. The op-
erating expenses and taxes decreased $86,105 or 10.0 per
cent, so that the operating income decreased $111,304 or 34.6
per cent. Non-operating income increased from $553 in
1914 to $4,337 in 1915, but the deductions from income in-
creased from $321,687 to $576,273. As a result, although no
dividends on the preferred stock were declared as compared
to $12,000 for the preceding year, there was a deficit of
$362,106 for the fiscal year comparing with a deficit of
$54,308 for the preceding year.

The decreased earnings are said to have been caused by
the competition of other lines and by automobile trucks and
jitneys, besides the general business depression. It is re-
ported that since the beginning of the current fiscal year
the operating revenues have shown an increase, but the net
earnings are far short of paying the fixed charges, on ac-
count of the large interest on unfunded debt. This debt, said
to be nearly $8,000,000, represents the advances made by the
Spokane, Portland & Seattle Railway for the extensions from
Salem to Eugene and Albany to Corvallis, and for double-
tracking and other improvements south of Portland. Most
of the stock and bonds of the Oregon Electric Railway are
held by the steam line, but $200,000 of 6 per cent preferred
stock is outstanding. Until about a year ago, it is said, the
company was buying the stock in at par and interest for re-
tirement.

WORCESTER INCREASE IN STOCK OPPOSED

Mayor Wright of Worcester, Mass., has petitioned the
Public Service Commission of that State for a reopening
of the hearings on the petition of the Worcester Consoli-
dated Street Railway for permission to issue $1,880,000 of
additional capital stock. In a statement which he made the
Mayor was quoted as saying:

"This action has been taken because I know, from in-
formation that I have already accumulated, the discrepancy
between the capital stock and the bonds of the Worcester
Consolidated Street Railway and the actual or estimated
cost or value of the electric railway property for the use
of the public, and that this will in the future make some
difference in arriving at the reasonable rate of fares to be
charged. In fact, I feel that, sooner or later, the Worcester
Consolidated Street Railway, following the lead of other
companies, will ask for the right to increase fares in
Worcester. If the evidence and facts as to the methods of
financing and managing the Consolidated Street Railway
property in Worcester are made known, it is my opinion
that there will be no increase in fares in that city, where the
company is now receiving 5 cents for about 3 cents' worth
of service."

March 4, 1916]

ELECTRIC RAILWAY JOURNAL

473

EMPIRE UNITED NOTES IN DEFAULT
Principal and Interest of $681,900 of Guaranteed Notes
Unpaid — First Mortgage Bondholders Issue Circular
About Reorganization Plan

The Empire United Railways, Inc., Syracuse, N. Y., on
Feb. 16 defaulted on the principal and interest then due
at the offices of the Bankers Trust Company, New York,
on $681,900 of one-year guaranteed notes. These notes
are spoken of as part of the $869,000 of notes put out to
take up notes issued before the merger by the Rochester,
Syracuse & Eastern Railroad. A list of the guarantors of
the notes and the amount of their claims includes the fol-
lowing: Burns Lyman Smith, $94,068; Clifford D. Beebe,
$81,919; William Nottingham, $81,919; Hendricks Holden,
$81,919; Willis A. Holden, $81,919; Clarence W. Seamans,
$81,919, and John A. Roebling's Son's Company, $81,919.

The committee of holders of the first mortgage 5 per cent
bonds of the Rochester, Syracuse & Eastern Railroad due
on May 1, 1945, of which committee Arthur W. Loosby is
chairman, issued a circular dated at Syracuse on Feb. 18.
The committee said that it believes that any plan of reor-
ganization should preserve the integrity, as to both amount
and lien, of the existing issue of the Rochester, Syracuse &
Eastern Railroad bonds and pay the defaulted interest
thereon. The committee also says that the receivers at the
instance of the committee prepared and presented to the
court on Feb. 15 a comprehensive report which in every
way confirmed the judgment of the committee. The re-
ceivers are quoted by the committee as saying in substance:
"We believe that (a) the system can be operated as a whole
so that the interest on the underlying first mortgage bond
can be paid with a surplus after the interest of $123,389;
(b) the three constituent properties, if operated separately,
should pay the interest on their first mortgage bonds with
a small margin."

The committee says that for the year ended June 30,
1915, owing to various causes tending to diminish travel,
the receipts of the company were at as low a point as they
ever reasonably can be expected to fall. This statement
shows total operating income of $1,345,524 and a deficit for
the year of $132,396.

It is stated that for the fiscal year ended July 1, 1917, the
receivers expect a total income of not less than $1,338,050.
The operating expenses they expect to cut $118,422, and
after payments for taxes and major fixed charges, there
would be a balance of $123,389, which amount would be ap-
plicable to the payment of $125,571 interest upon junior obli-
gations. The committee further says that the report of
the receivers indicates that the Rochester, Syracuse &
Eastern property should earn for the fiscal year commenc-
ing July 1, 1916, $768,450 and that the surplus balance
should be $5,837. The foregoing figures do not take into
consideration theoretical computations for depreciation,
which it is felt, however, should not materially change them.

HONOLULU LINE WINS CAPITAL CASE
Circuit Court Dismisses Injunction Against $392,500 Stock
Increase — "Actual Cost" Limit Set by Franchise
Is Not Present Value

Judge Stuart in the Circuit Court at Honolulu has dis-
missed the injunction suit brought by the Territory of
Hawaii against the Honolulu Rapid Transit & Land Com-
pany to prevent the railway from increasing its capital
stock from $1,207,500 to $1,600,000. A previous reference
to this case was made in the Electric Railway Journal
of Nov. 27, page 1096. The Territory contended that the
"actual cost" of the property, stated in the franchise to be
the criterion for security issuance when increased by 25 per
cent, should not be construed as being the original cost
but the present value. Although the present value was
shown to be far in excess of the present issue of stock,
the court decided in the company's favor that as a matter
of law the actual cost was the basis to be used, and that
the company had a clear right to increase its stock to at
least $1,600,000. The government has given notice of an
appeal to the Supreme Court of the Territory.

Early in the case, before the company had entered upon
its evidence, a written agreement was filed showing an

undisputed actual cost of $1,603,057, with disputed amounts
totaling $568,919, making a total of $2,171,976. The dis-
puted amount covered admittedly actual expenditures for
overhead expenses and for investment in the Hawaiian
Tramways and the Pearl Harbor Traction Company, the
point at issue being whether these were items legally to be
included in the basis for stock issuance. The addition of
25 per cent to the above-mentioned total would give an
authorized stock limit of $2,714,970. From this basis one
engineer for the Territory asserted that $624,955 should be
deducted for depreciation in order to secure the present
value, while another expert for this side estimated the
depreciation at $983,571.

In order to have full information about present value in
case of a review by higher courts, Judge Stuart allowed the
Territory a mass of evidence in regard to depreciation, but
in his decision he concluded that it was all faulty and calcu-
lated to mislead the court in its endeavor to get at the
actual depreciation instead of adopting a theoretical amount.
Judge Stuart held that the company's evidence was framed
upon a more proper basis and was more satisfactory, but
he did not believe that the actual depreciation in the plant
was anywhere near even the amount allowed by the com-
pany. Be that as it might, however, he considered that the
cost agreement superseded all question of depreciation, as
far as arriving at a conclusion in this particular case was
concerned, even if depreciation was involved.

Judge Stuart said that in fixing rates the amount of stock
issued was only one of the many elements that might be
considered. The company is authorized to i^sue stock to the
amount that the plant legitimately costs, plus 25 per cent,
but this might have very little relation to the present value
upon which rates might be based. He asserted that it is on
the value of the plant at the time of the rate fixing that the
rates are based, and what the plant may have cost has but
little, if any, relation to this question.

NEW JERSEY FRANCHISE ASSESSMENTS
The 1915 assessments levied by the State Board of Taxes
and Assessment of New Jersey upon 322 corporations and
five individuals under the municipal franchise act amounted
in the aggregate to $1,505,776. This was an increase of
$40,192 over the 1914 tax. The taxes paid by the various
utilities are shown by the following table:

Gross

Classification Number Receipts Tax

Street railway 33 $16,087,761 $804,388

Water 115 3,993,123 79,862

Gas and electric light (or power) .... 118 23,186,414 463,728

Telegraph and telephone 43 7,570,213 151,404

District telegraph messenger 3 73,773 1,475

Sewer and pipe line 15 245,914 4,918

Total 327 $51,157,201 $1,505,776

Binghamton (N. Y.) Railway. — At the recent annual
meeting of stockholders of the Binghamton Railway Mor-
timer B. Fuller was elected a director in place of W. L.
Connell.

Boston (Mass.) Elevated Railway. — The West End Street
Railway has petitioned the Massachusetts Public Service
Commission for authority to issue $815,000 and $1,581,000
of negotiable thirty-year bonds bearing interest at not
more than 6 per cent. The proceeds are to be used in con-
nection with the retirement of $815,000 of 4 per cent bonds,
dated May 1, 1896, and maturing May 1, 1916, and $1,581,000
of serial debenture bonds dated Aug. 2, 1915, and maturing
on Aug. 1, 1916.

Chicago & Milwaukee Electric Railroad, Highwood, 111. —
In a statement which appeared in the Milwaukee Leader
recently it was suggested that the Milwaukee Electric
Railway & Light Company might be planning to purchase
the Chicago & Milwaukee Electric Railroad, which, as
noted in the Electric Railway Journal of Dec. 18, 1915,
is advertised for sale under foreclosure on April 1. R. B.
Stearns, vice-president and assistant general manager of
The Milwaukee Electric Railway & Light Company, has
denied that the company contemplated the purchase of the
other railway. In a statement to the Leader he said:
"If you knew more about the Chicago & Milwaukee Elec-
tric you would know that no one could possibly buy it ex-
cept the bondholders. The property is worth about $5,000,-
000, and there is about $16,000,000 in securities outstand-

474

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 10

ing. Its bondholders are chiefly Canadian parties. You
can find out the situation from the records of the receiver-
ship in Judge Geiger's court."

Fort Wayne & Decatur Traction Company, Fort Wayne,
Ind. — The Fort Wayne & Decatur Traction Company has
been incorporated to succeed the Fort Wayne & Springfield
Railway, the property of which was sold at receiver's sale
on Dec. 2 to Charles H. Worden, Fort Wayne, as noted in
the Electric Railway Journal for Dec. 18, 1915, page
1234.

Interborough Consolidated Corporation, New York, N. Y.

— Holders of the voting trust certificates of the Interbor-
ough-Metropolitan Company have been notified by the board
of trustees that the agreement dated March 6, 1906, will
expire March 6 next, and that certificates may be exchanged
for certificates of the capital stock of the Interborough
Consolidated Corporation, successor to the Interborough-
Metropolitan Company, to the amount and of the class
called for by the respective voting trust certificate. The
voting trustees are August Belmont, Edward J. Berwind,
Thomas DeWitt Cuyler, Theodore P. Shonts and Cornelius
Vanderbilt.

Kansas City (Mo.) Railways. — The Kansas City Rail-
ways has received from the Public Service Commission of
Missouri the necessary authorization for the issuance of
mortgages and notes as provided in the reorganization plan.
The Public Utilities Commission of Kansas has taken the
application of the company for the issuance of securities un-
der advisement.

Kansas Electric Utilities Company, Lawrence, Kan. — An-
nouncement has been made that the Kansas Electric Utilities
Company has sold to Chicago, Grand Rapids and New York
tankers $1,500,000 of first mortgage ten-year 5 per cent
bonds. The Kansas Electric Utilities Company was or-
ganized in 1915 and acquired the Lawrence Railway & Light
Company, Emporia Railway & Light Company and Parsons
Railway & Light Company. In addition to the Kansas com-
panies, the Kansas Electric Utilities Company also owns
all the capital stock of Sidney (Ohio) Electric Company,
Union City (Ind.) Electric Company and United Lighting
Company of Albion, Pa.

Lancaster & Southern Street Railway, Millersville, Pa. —
John H. Myers and John M. Groff have been appointed re-
ceivers of the Lancaster & Southern Street Railway.

Los Angeles (Cal.) Railway Corporation. — The Railroad
Commission of California has authorized the City Railway
Company to issue at par to the Los Angeles Railway Cor-
poration $280,000 face value of principal of its bonds dated
Feb. 1, 1911, to refund a similar amount of indebtedness to
the company incurred for betterments.

Los Angeles & San Diego Beach Railway, San Diego, Cal.
— The Railroad Commission of California has authorized the
Los Angeles & San Diego Beach Railway to pledge its first
mortgage 5% per cent sinking fund gold bonds at a ratio of
not to exceed $100 of bonds for $70 of notes as collateral
security for a six months' note to the Southern Trust & Sav-
ings Bank, San Diego, for $5,000 at 7 per cent and as collat-
eral security for a similar note for the same amount to the
American National Bank, San Diego.

Lykens & Williams Valley Street Railway, Pottsville, Pa.
— The Lykens & Williams Valley Street Railway has been
reorganized under the name of the Lykens Valley Railway
with a capitalization of $200,000. The Harrisburg Trust
Company, which was trustee under the company's mortgage,
last autumn took charge of the line temporarily at the re-
quest of the bondholders' protective committee, with which
nearly all the bonds were deposited. According to informa-
tion just now available, the trust company at the expiration
of the required notice sold the road under the provisions of
the mortgage. The property was first released by the
court, as it was in the hands of the Schuylkill & Dauphin
Traction Company, which was in turn in the hands of a re-
ceiver appointed by the court. The title of the Lykens
property was taken over individually by the members of the
protective committee, who are still working on the re-
organization plan. Dr. John Oenslager, Harrisburg, has
been appointed by the new management to take charge of
operating the road temporarily.

Mountain Railway, West Orange, N. J. — The sale of the
property of the Mountain Railway as junk was postponed
from Feb. 24 to March 3 on the application of the Public
Service Corporation of New Jersey, which has a judgment
against the company for $1,600. The company operated
2 miles of track and two cars. Service was abandoned
months ago.

Norton & Taunton Street Railway, Norton, Mass. — The

bondholders' committee of the Norton & Taunton Street
Railway, which purchased the property of the company at
foreclosure sale on Feb. 7, 1916, has filed with the Public
Service Commission notice that if the Supreme Court con-
firms the sale a new company named the Norton, Taunton
& Attleboro Street Railway will be formed to operate the
company purchased. The notice says that the fair re-
placement value of the railway and property so acquired
is not less than $250,000 and it is agreed to issue $120,000
of 5 per cent first mortgage bonds and $150,000 of common
stock and requests the commission to determine the fair
replacement cost of the company and to approve the issues.

Northern Ohio Traction & Light Company, Akron, Ohio. —

The Ohio Public Utilities Commission has authorized the
Northern Ohio Traction & Light Company to issue $1,518,-
400 of 6 per cent preferred capital stock at not less than 95
a share, to be used as follows: The payment of the un-
capitalized balance of the cost for applicant's 1914 addi-
tions and improvements, $8,431.07 ; the payment for
applicant's 1915 additions and improvements, $851,431; the
payment for applicant's 1916 additions and improvements,
$1,000,000. Thomas H. Hogsett has been elected a director
of the Northern Ohio Traction & Light Company to succeed
B. Mahler.

Public Service Corporation of New Jersey, Newark, N. J.

— The monthly financial report of the Public Service Cor-
poration of New Jersey for January shows a gross increase
in total business over the corresponding month last year of
$327,404 or 10.4 per cent. The balance available after pay-
ment of operating expenses, fixed charges, sinking fund re-
quirement, etc., for amortization, dividends and surplus, was
$505,165. The increase in surplus available for dividends
over the corresponding month of 1915 amounted to $69,249.

Public Utilities Company, Evansville, Ind. — The Public
Utilities Company has called for payment on April 1 at the
office of the Citizens' Savings & Trust Company, Cleveland,
Ohio, trustee, bonds numbered eighty-one to ninety inclu-
sive of the Evansville & Princeton Traction Company.
They are to be redeemed at 105 and accrued interest.

Railways Company General, Camden, N. J. — At the an-
nual meeting of the Railways Company General, the di-
rectors were re-elected and William H. Crook, Jr., was added
to the board. The retiring officers were re-elected.

Schenectady (N. Y.) Railway. — Harris, Forbes & Com-
pany, New York, N. Y., and Perry, Coffin & Burr, Boston,
Mass., are offering jointly $2,256,000 of Schenectady Rail-
way 5 per cent first mortgage thirty-year gold bonds re-
ferred to in the Electric Railway Journal of Feb. 25,
page 423. The bonds are dated March 1, 1916, and are call-
able on any date on and after March 1, 1919, at 102% and
interest. The interest is payable on March 1 and Sept. 1,
at the office of the United States Mortgage & Trust Com-
pany, New York, N. Y.

Third Avenue Railway, New York, N. Y. — The directors
of the Third Avenue Railway on Feb. 28 decided to pay 2Vz
per cent interest on the income bonds for the last six
months and declared the usual dividend of 1 per cent for
the quarter, both payable on April 1. Announcement was
made that 225 of the adjustment bonds had been bought
as the nucleus of a sinking fund. The Third Avenue Rail-
way earned a gross operating revenue of $898,808 in Janu-
ary— a gain of $26,645 over the same month last year. The
net income, after interest and rental charges had been met,
was $72,708 — an increase of $44,575. The company earned
in the seven months ended Jan. 31 a net income of $502,368
— an increase of $65,950 over the corresponding period in
1914.

Underground Electric Railways, Ltd., London, England. —

The Underground Electric Railways, Ltd., announces that
the revenues of the company will enable it to pay full

March 4, 1916]

ELECTRIC RAILWAY JOURNAL

475

interest to Dec. 31, 1915, on its 6 per cent first cumulative
income debenture stock and on its 6 per cent income bonds,
and to carry forward about £38,500.

Washington (D. C.) Interurban Railroad. — The Public
Utilities Commission of the District of Columbia has ap-
proved the transfer of the Washington Interurban Railway
to the Washington Interurban Railroad. The property was
sold under foreclosure on Dec. 23, 1915, and the sale was
ratified by the District Court of the United States for the
District of Maryland on Jan. 26. The commission has also
authorized the issue and sale by the Washington Interurban
Railroad of $50,000 par value of common stock divided into
shares of the par value of $50 each, and $150,000 face value
of first mortgage 5 per cent thirty-year gold bonds secured
by a first mortgage on the franchise and property to be ac-
quired. The securities are to be issued with the under-
standing that the Washington Interurban Railroad use so
many of them as are necessary for the payment of the pur-
chase price; that the remainder of the securities shall be
apportioned among the bondholders who elected to partici-
pate in the purchase; that the common stock be sold at
not less than its par value, and that all discounts and ex-
penses in connection with the sale of the bonds authorized
to be issued, together with the difference between the face
value of the securities authorized and the value of the
utility hereafter to be determined by the commission, be
amortized out of the income of the company before Jan. 1,
1945.

DIVIDENDS DECLARED

Chicago (111.) City Railway, quarterly, 2 per cent.

Louisville (Ky.) Traction Company, 2% per cent, pre-
ferred; quarterly, 1 per cent, common.

Rochester Railway & Light Company, Rochester, N. Y.,
quarterly, 1% per cent, preferred.

ELECTRIC RAILWAY MONTHLY EARNINGS

AURORA, ELGIN & CHICAGO RAILROAD, WHEATON, ILL.

Operating Operating Operating Fixed Net

Period Revenues Expenses Income Charges Income

lm., Jan., '16 $148,860 $97,092 $51,768 $40,725 $11,043

1 " " '15 144,145 96,297 47,848 39,802 8,046

7" " '16 1,173,181 747,043 426,138 282,824 143,314

7 " " '15 1,241,521 781,360 460,161 279,387 180,774

CITIES SERVICE COMPANY, NEW YORK, N. Y.

lm., Jan., '16 $663,543 $18,215 $645,328 $42,966 $602,362

1 " " '15 425,900 12,928 412,972 40,833 372,139

12 " " '16 4,717,443 178,143 4,539.300 492,132 4,047,168

12 15 3,945,594 126,250 3,819,344 431,667 3,387,677

COLUMBUS RAILWAY, POWER & LIGHT COMPANY,
COLUMBUS, OHIO

lm., Dec, '15 $300,315 *$164,527 $135,788 $41,189 $94,599

1 " " '14 278,561 *151,427 127,134 43,463 83,671

12 15 3,113,175 *1,S46,437 1,266,738 476,281 790,457

12 " " '14 3,066,298 *1, 886, 746 1,179,552 520, 43S 659,114

GALVESTON-HOUSTON ELECTRIC COMPANY,
GALVESTON, TEX.

lm., Dec, '15 $163,213 *$106,446 $56,767 $36,597 $20,170

1 " " '14 192,136 *102,226 89,910 36,208 53,702

12 15 1,936,228 *1, 206, 457 729,771 433,309 296,462

12 14 2,424,119 *1, 310, 859 1,113,260 441,125 672,135

NORTHERN OHIO TRACTION & LIGHT COMPANY, AKRON,

OHIO

lm., Jan., '16 $367,141
1 " " '15 280,838

$211,605 $155,536
181,978 98,860

$53,580 $101,956
50,251 48,809

PHILADELPHIA (PA.) RAPID TRANSIT COMPANY

lm.,Jan., '16 $2,153,920 $1,200,537 $953,383 $816,777 $136,606

1 " " '15 1,998,395 1,173,758 824,637 812,413 12,224

7 16 14,570,892 8,160,473 6,410,419 5,712,570 697,849

7 " " '15 13,943,519 8,072,479 5,871,040 5,660,369 210,671

THIRD AVENUE RAILWAY, NEW YORK, N. Y.

lm., Jan., '16 $898,808 $541,731 $357,077 $284,369 $72,708

1 16 872,163 576,640 295,523 267,390 28,133

7 " " '16 6,536,931 4,047,546 2,489,385 1,971,665 J.592,368

7 16 6,474,477 4,063,573 2,410,904 1,931,975 t526,418

TWIN CITY RAPID TRANSIT COMPANY, MINNEAPOLIS,
MINN.

lm.,Jan., '16 $830,283 $543,199 $287,084 $145,952 $141,132
1 15 772,045 531,540 240,505 1 43,956 96,549

WESTCHESTER STREET RAILROAD, WHITE PLAINS, N. Y.

lm.
1 "
6 "
6 "

Dec,

'15
'14
'15
'15

$17,514
18,421
133,742
141,805

♦$20,515 t$3,001

♦21,922 t3,501

♦129,733 4,009

♦1 38,562 3,243

$1,723 t + $4,692

1,312 ft4,806

9,840 tt5,64S

7,537 tt4,220

Traffic and Transportation

♦Includes taxes, ilncludes non-operating income.

PLAYING THE GAME
Pennsylvania Official Says Statement That All Cards Are
On Table Is Not Enough

Some time ago the Pennsylvania Railroad displayed on
bulletin boards all over its system large posters asking the
people to give the management the benefit of their advice.
The responses to that bulletin were very interesting. A
great many dealt with some personal grievance, but for the
most part they showed a most helpful spirit on the part
of the public. In referring to the campaign in a speech
which he made before the Traffic Club of Baltimore on Feb.
29 Robert C. Wright, freight traffic manager of the Penn-
sylvania Railroad, said:

"The thing that is needed in our business life — which I
might say has been lacking the last few years — and the
thing which is particularly necessary in the relations be-
tween the carriers and the public, is confidence. The rail-
road companies have been urged to take the public into their
confidence, but they can't take the public into their confi-
dence until the public has confidence in them. I have tried
it and I know. You tell a man your cards are all on the
table and try to take him into your confidence, but unless
he has confidence in you he suspects that there are some
aces up your sleeve.

"The first step in mutual confidence between the carriers
and the public is to restore the public's confidence in the
carriers. I realize perfectly that the public's lack of con-
fidence in the railroads has been more or less justified in
the past, due to the practices of the carriers, but let by-
gones be by-gones. We must look ahead — not behind. It
is unfair to refer continually to the abuses of times gone
past, in an effort to keep alive hostility toward the railroads.

"I sometimes wonder if people realize how a railroad
such as ours is being ground continually between the upper
and nether millstones. Baltimore wants something and
tells us what great things we are doing for Philadelphia
and New York. Philadelphia wants something and her
papers chide us about favoring Baltimore and New York.
Pittsburgh wants something and we are reminded how we
favor Baltimore, Philadelphia and New York. Chicago
wants something and we are berated because they say we
discriminate against her in favor of Pittsburgh, Baltimore,
Philadelphia and New York. And so it goes.

"Let us have confidence in each other. If we don't under-
stand the other's viewpoint, let us talk it over, and if we
still cannot reach the same conclusion, let us then submit
it with no feeling to the proper commission or court, in
order that a settlement may be reached. Then let's be good
sports and stand by the decision and not keep on complain-
ing that the other fellow won't do what we want. Above all,
let's believe that each wants to be fair. Let us give each
other a chance to show why he thinks he is fair and retain
through any difference of opinion confidence in each other,
which will make for a furtherance of the mutual help of
business men and railroads, which goes to make the pros-
perity of the nation."

INCREASE IN ST. LOUIS BRIDGE FARE SUSPENDED

The 10-cent fare between St. Louis and Granite City over
the McKinley Bridge, announced by the Illinois Traction
Company to become effective on March 1 was suspended
pending a hearing on the case by the Interstate Commerce
Commission. E. D. Bell, the general superintendent, said:

"We have decided to provide 'excursion rates' for the
month of March. Round-trip tickets will be sold for 10
cents, which to all practical purposes will continue the
effectiveness of the 5-cent fare for thirty days. Conductors
will sell these tickets on all cars and the return coupon will
be accepted as the regular fare during that period. This
will give the city and the company an opportunity to appear
before the Interstate Commerce Commission if it is so de-
sired, and arrive at a thorough understanding, the interests
of the public not to be affected in the meantime."

476

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 10

Permission to make the increase was granted by the
Interstate Commerce Commission a few days ago after the
application of the company had been on file twenty days,
no protest having been received in that time. Cards were
at once posted in the interurban cars announcing the new
rate would be effective on March 1. City officials said that
the failure of the city to protest was due to a misunder-
standing of the time allowed and the method of procedure.

Under the rules of the Interstate Commerce Commission,
if no protest is received against an increased rate within
twenty days, the new rate is allowed. Ten days thereafter
is allowed for the filing of protests, but the increased rate
may be put in effect in the meantime and the protest is put
on the "complaint docket" of the commission. The Illinois
Traction System's application was filed on Jan. 27, and al-
though the city did not protest within twenty days, it still
had ten days in which to file a protest. The railroad com-
pany's agreement to suspend the rate is a concession to the
city. This agreement means that the application for in-
crease will be put on the "suspension docket" and that pres-
ent fares will remain in force until the matter is finally heard
by the Interstate Commerce Commission.

MILWAUKEE SERVICE SUIT SETTLED

A compromise settlement of all the Milwaukee service
cases has been reached under which The Milwaukee Electric
Railway & Light Company has agreed to pay $10,000 of
the total penalty of $186,000 sought to be recovered in the
Dane County Circuit Court by the State for alleged viola-
tions of orders of the Railroad Commission. S. B. Way,
vice-president and general manager of the company, said
that the officers of the company went over the alleged vio-
lations at considerable length and ascertained that in a
great many cases there were disturbances in operation due
to blocked railroad crossings, open bridges, etc., on the
lines beyond the control of the company that resulted in
the alleged overcrowded conditions complained of. He is
quoted as follows:

"As a practical matter it is impossible to design sched-
ules which will successfully anticipate traffic that may
originate at a certain point at a certain time. At times
overcrowding is bound to occur. To play safe, we would
be required to operate much more service than was con-
templated by the commission. We had the choice of enter-
ing into an extended trial of the merits of the alleged viola-
tions and the reasonableness of the order on the one hand
or paying a moderate judgment on the other hand. We de-
cided that the value of the time of the employees and
officers required to present our case satisfactorily would be
greater than the amount of money involved in any judg-
ment which, might be reasonably imposed. We have ac-
cordingly determined that it is more advantageous for our
company to pay the judgment than it was to enter into the
extended defense that would be required were we to try the
case properly on its merits.

"While we are reasonably confident that we would have
ultimately won our case had we proceeded to a complete
trial on its merits, it might prove more expensive in the
long run to win than it is to pay the judgment. Statements
alleging that the company had pleaded guilty to 100 counts
and had been fined $10,000 are not in accordance with the
facts. The stipulation between the attorney general and
the company's attorneys, which was approved by Judge
Stevens, reads in part as follows:

" 'It is hereby stipulated by and between the parties, by
and with the approval of the court, that, as a compromise
and settlement of all of the causes of action in plaintiff's
complaint, judgment may be entered against the defendant
in favor of the plaintiff in the sum of $10,000 without costs
and that such judgment when entered shall be a full and
complete discharge of all penalties, obligations, liabilities
and indebtedness of the defendant to the plaintiff for or on
account of or in any way arising out of or connected with
the matters and things alleged in any and all of the 186
causes of action in plaintiff's complaint.'

"It is thus apparent that the compromise settlement
agreed upon is a complete settlement of the entire case and
involves no admission on the part of the company as to
guilt in respect to certain counts as alleged in the city at-
torney's interview."

BUS PETITION DENIED

The Public Service Commission for the Second District
of New York has again denied the application of William
B. Gray for certificates of public convenience and necessity
for two auto-bus routes in New Rochelle, paralleling the
North Avenue and Winyah Avenue routes of the Westches-
ter Electric Railway. The order of the commission says
that no complaints against the service of the electric rail-
way on these routes had ever been lodged with the com-
mission prior to the hearing held on the application of
Mr. Gray. When complaints against its service were made
at these hearings the company promptly promised to try
to remedy them arid has already taken steps to insure more
frequent and more regular service on the routes concerned.
The commission says that in view of this it would be an
unwarrantable exercise of its discretionary powers to permit
conditions of competition on these routes which might in the
end work to the harm rather than the benefit of the public
by making both the operations unprofitable, if not ruinous.
Mr. Gray's petition, therefore, is again denied with per-
mission to renew it if it should appear in the future that the
electric railway is unwilling or unable to furnish adequate
service on the North and Winyah Avenue routes. A previ-
ous order of the commission granted certificates to this
applicant for numerous other routes in New Rochelle where
his buses did not come into direct competition with the
electric railway. It was in connection with the previous
application of Mr. Gray that the commission laid down the
principles to govern it in all future applications of the kind.
These principles were referred to at length in the Electric
Railway Journal of Oct. 30, 1915, page 929.

LOUISVILLE BOARD OF TRADE BOOSTS RAILWAY

An instance of how a street railway may be favorably
recommended to the business men of its community is sup-
plied in the latest number of the weekly bulletin of the
Louisville Board of Trade. The leading item in this particu-
lar number of the publication relates to the Louisville Rail-
way. It follows in part:

"Louisville has the best street railway system in the
United States, everything considered. At least that is what
the traveling community say and they ought to know.

"It might be said that the service could stand improve-
ment at one or two points, but, as a general thing, it can
truthfully be stated that our service in this city is second
to none anywhere else.

"The Bulletin particularly wishes to call attention to the
magnificent repair shops built and operated by the Louis-
ville Railway. These shops, in their fireproof construction,
saw-tooth roofs for natural lighting, mercury vapor lamps
for artificial illumination, thorough system for transport-
ing and storing materials and other features, are a worthy
example of car maintenance standards; and that is the
opinion of the Electric Railway Journal, which is the
best authority in matters of this kind in the country.

"The general manager of the line will be glad to furnish
anyone interested with a permit to visit these shops, and
they are well worth a visit. The people of Louisville, as a
whole, do not know the big things we have in Louisville."

HEARINGS ON JITNEYS IN ROCHESTER

The Public Service Commission of the Second District of
New York, with Commissioner Emmett sitting, has been
holding a series of hearings at Rochester on the applica-
tions of sixty-seven jitney operators to continue to operate
in that city after the expiration of their licenses to operate.
These licenses were granted to them before the public utility
law was amended to bring the jitneys under commission
jurisdiction.

Attorney Daniel M. Beach appeared for the railway.
Attorney Powell for the jitney operators sought to prove
the need of the jitneys by offering in evidence a traffic count
taken over a period of one week and designed to show the
irregularity of the service of the New York State Rail-
ways, Rochester Lines.

The company's evidence was cumulative. Robert A.
Badger, secretary of Curtice Brothers Company, said that
if he was Mayor he would not allow the jitneys to operate

March 4, 1916]

ELECTRIC RAILWAY JOURNAL

477

on any street where there was a car line. The security
holders of the company should be protected. Edward
Walsh, editor of the Labor Herald, said that the jitneys
were irresponsible and tended to deprive railway employees
of their jobs. A. Frank Warren, Ward N. Britton and J.
George Kaelber, all real estate men, testified that the street
cars have done a great deal to build up the outlying sec-
tions of the city and, in many instances, have done so at a
loss to the railway company. Mr. Kaelber, representing
the Browncroft Realty Company, said he knew the street
railway was losing money on the line which traverses the
Blossom Road extension, but that the service to that section
of the city was fast developing a desirable residence dis-
trict which could not otherwise be made attractive to home-
seekers. The hearing was to be continued on March 2.

ONE-ARM FAKER AT LARGE WHO OPERATED IN
THREE CITIES

About seven o'clock in the evening on Feb. 22 the Lynch-
burg Traction & Light Company, Lynchburg, Va., was noti-
fied that a one-armed white man was near the corner of
Fifth and Main Streets in Lynchburg claiming that he had
fallen from one of the company's cars and been hurt, and
that he wanted help. Inspectors of the company investi-
gated the matter immediately. The man gave his name
as C. L. Bell and claimed that he had fallen in trying to
get off a crowded car that had not stopped at the street
intersection where he wished to leave it, and that his back
had been severely and painfully injured and that he could
not walk without assistance.

The company at Lynchburg had just received advice from
the Durham (N. C.) Traction Company that this man
claimed to have been injured in a similar manner in that
city a few days ago and that the company in turn had
been warned by the Georgia Railway & Power Company,
Atlanta, to look out for him. Bell was accordingly taken
to a hospital for examination because the company at Lynch-
burg had been advised from Durham that he had an ulcer
on his left leg near the ankle. As soon as the doctor ex-
amined this leg the man showed symptoms of nervousness
and wanted to leave the hospital. Meanwhile the local
police authorities had been notified and one of the city
detectives was sent to the hospital to investigate. After
learning the facts the police authorities gave him the option
of leaving town immediately or going to jail and he dis-
appeared. This man's description is as follows: Luther Carl
Bell. Home: Savannah, Ga. Occupation: machinist, con-
struction foreman, traveling salesman, etc. Age: about
forty. Height: 6 ft. Weight: 215 lb. Black hair, dark
complexion, left arm amputated, right leg % in. shorter than
left. Ulcer on left leg near ankle.

WASHINGTON COMPANIES CO-OPERATE IN
SAFETY CAMPAIGN

The Washington Railway & Electric Company and the
Capital Traction Company, Washington, D. C, have begun
the distribution of a series of safety-first blotters among
the pupils of the graded and ungraded schools in the
National Capitol. The plan to impress the children in the
public schools by means of blotters with the need of being
vigilant in the streets was approved by the police depart-
ment and the superintendent of schools.

On each blotter is a picture of an accident or near acci-
dent. Children are shown about to be run down by street
cars and automobiles while they are at play. The first
blotter distributed shows a large coasting sled crowded
with children about to be struck by a street car, and warns
the "kiddies" to "coast away from the tracks." The distri-
bution of blotters will cover a period of twelve months, both
railways jointly reaching all the enrolled pupils with one
blotter each month.

Two years ago the Washington Railway & Electric Com-
pany distributed a specially designed blotter as part of its
own safety-first campaign, but the campaign now under way
is the first time that the two companies have joined in
such a movement. It is believed that by reaching the child
the attention of adults will also be gained, becoming of
value to the local authorities in its efforts to decrease the
number of street accidents due to vehicular traffic and
thoughtlessness on the part of the general public and visit-

ors to the nation's capital. The plan of campaign has
received considerable publicity in the Washington news-
papers, which have designated the railway companies' co-
operation and expense attached thereto as a real public
service.

Skip-Stop Hearing Postponed. — The hearing on skip stops
in St. Louis, set to be held on Feb. 18, before the Public
Service Commission of Missouri in that city, was postponed
indefinitely.

One-Man Car for Rutland. — The Rutland Railway, Light
& Power Company, Rutland, Vt., proposes to transform one
of it > single-truck belt line cars into a one-man pay-as-you-
enter car. The work will be done at the company's Park
Street carhouse.

New Denver Publication. — The Denver (Col.) Tramway
has begun the publication of a four-page weekly AVz in.
wide by IVz in. high. As yet it is unchristened, but a prize
of $25 in cash is to be awarded on March 4 to the person sug-
gesting the name considered most suitable by the judges
selected to pass upon the suggestions made by readers.

Postponement of Fare Case Asked. — The Public Service
Commission of Massachusetts has taken under advisement
the petition to postpone action on the application of the
Massachusetts Northeastern Street Railway for permission
to increase its fare unit to 6 cents until a decision has been
reached in the Bay State Street Railway fare case, which
also involves an increase in the fare unit to 6 cents.

Hearings on Request for Increase in Fare in New Jersey.
— The Board of Public Utility Commissioners of New Jersey
is conducting hearings on the petition of the Burlington
County Transit Company, Mount Holly, N. J., for permis-
sion to charge higher fares. The corporation wishes to
increase the fare between Moorestown and Mount Holly,
and from Mount Holly to Burlington from 10 cents to 15
cents.

Subway Flood in New York. — The New York subway was
blocked on Feb. 25 from 10 a. m. until 2 p. m., between
Ninety-sixth Street and Grand Central stations, because of
flooded tracks under Times Square. The primary cause of
the flood, according to Robert Ridgway, chief engineer of
subway construction for the Public Service Commission, was
the inability of the sewers in the Times Square region to
carry off the heavy downpour between 4 p. m. on Feb. 24
and noon Feb. 25. Train service had to be suspended for
several hours.

Reduction in Fare Asked. — The Warren & Jamestown
Street Railway, Jamestown, N. Y., has been asked by the
residents of Russell, 7 miles north of Warren, for a 10-cent
fare between these two points, a new freight terminal in
their town and extra service during the morning and evening
rush hours. Samuel Q. Smith, secretary and treasurer of
the company, says the requests will be taken up by the
management. As stated in the Electric Railway Journal
of Feb. 26, page 424, the Public Service Commission re-
cently upheld the company's rate of 10 cents between Frews-
burg and Jamestown.

Supplemental Bill of Complaint in Trenton Case. — In a
supplemental bill of complaint just filed, the Trenton &
Mercer County Traction Corporation, Trenton, N. J., has
asked the United States District Court to set aside the order
of the New Jersey Public Utility Commission forbidding
the company to discontinue the sale of strip tickets at the
rate of six for a quarter and charge a straight 5-cent fare
instead. The company alleges that the board lacks juris-
diction and that the order is discriminatory. The court is
also asked to issue an injunction restraining the board from
fining the company $100 a day for violation of the ruling.

Hearing on Skip Stop for Newark. — There was a brief
hearing on Feb. 23 before the Board of Public Utility Com-
missioners of New Jersey on the petition of the Mayor and
Borough Council of Verona for adoption of a skip-stop
traffic rule on the Bloomfield Avenue line of the Public
Service Railway. C. H. Walker, representing the borough,
stated that Verona, Caldwell, Glen Ridge, Bloomfield and
Montclair were in accord in favoring a modified skip-stop
rule. The only obstacle remaining, he said, was the city of
Newark, whose sanction is asked for the cancelling of
certain corner stops in order to speed up the service between
Newark and Caldwell.

478

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 10

New Jersey Jitney Bill Amended. — A committee substi-
tute for the Kates bill to regulate jitneys has been re-
ported favorably in the New Jersey House of Representa-
tives by the municipal corporations committee. The sub-
stitute, eliminating the more drastic features of the Kates
measure, to which exception was taken by jitney owners,
was agreed upon at a conference. The new bill omits the
requirement that consent of the Public Utility Commission
be obtained before cars can be operated, and also that for
a bond. As a substitute for the bond, indemnity insurance
will be required. Another provision of the amended meas-
ure is that a tax of 5 per cent on gross receipts of cars,
payable to the municipalities in which they operate, shall
be in lieu of all other taxes. This, however, does not ex-
empt jitney owners from taking out a motor vehicle license
nor the drivers from having licenses from the State motor
vehicle department.

Safety Patrols Proposed for Allentown Schools. — The or-
ganization of safety patrols to consist of older boys and girls
and recruited at each school building in the city has been
proposed to the school board of Allentown, Pa., by the Le-
high Valley Transit Company through E. C. Spring, who has
been foremost in promoting safety-first work for the com-
pany. Mr. Spring outlined the system developed with suc-
cess in Brooklyn. This patrol, consisting of ten or twelve
of the larger boys of a school building, would have as its
duties the care of the children of that building. They would
arrive in the vicinity of the school fifteen minutes in ad-
vance of the regular assembling hour, take up positions
assigned by the chief of the patrol at street intersections
in the vicinity of the school and at any points where acci-
dents might occur to children and as far as possible keep
the children off the public highways. The patrols would
meet once a week to discuss the subject of safety and the
prevention of accidents.

Dallas Employees to Compete in Safety-first Campaign. —
Richard Meriwether, general superintendent of the Dallas
Consolidated Electric Street Railway, the Rapid Transit
Railway and the Metropolitan Electric Street Railway, Dal-
las, Tex., is offering $300 in prizes to employees for the best
record in safety work. A board of safety will supervise
and have charge of the work in all departments. In the
transportation department the men will be enrolled in six-
teen divisions. Since March 1 a record of all accidents
has been kept. At the end of each month the division hav-
ing the fewest accidents will be scored sixteen points, the
r.ext best fifteen points and so on. At the end of the year the
division scoring the greatest number of points will be de-
clared the best in accident prevention. A prize to this
division of $200 will be given on Jan. 1, 1917. The second
prize will be $100. The prizes will be divided among the
members of the successful division. Each division will
elect from its members a captain who will advise with the
members as to the best way to increase the efficiency of the
safety-first plan. He will distribute monthly a set of ques-
tions and the man turning in the best answers for a year
will be awarded $10 in gold. A similar plan will be adopted
among the shop employees.

Zone System for New York City Lines. — As a result of
conferences between the committee of the Public Service
Commission, the transit committee of the Board of Estimate,
and representatives of the Long Island Railroad, the Inter-
borough Rapid Transit Company, and the Brooklyn Rapid
Transit Company, the operating companies have been re-
quested to submit a definite proposition for the operation of
rapid transit trains over the tracks of the Long Island
Railroad from Corona to College Point and Whitestone, and
to the city line at Little Neck, in accordance with the re-
port of Alfred Craven, chief engineer of the Public Service
Commission. This report, which recommends the acceptance
of the railroad company's proposition on condition that a
two-zone system be established, in one of which a 5-cent
fare and in the other a 10-cent fare would be charged, shows
that the operation of rapid transit trains for a 5-cent fare
to Whitestone and to the city line at Little Neck would
result in a deficit of approximately $180,000 the first year,
whereas with a two-zone system, providing for an additional
fare beyond College Point and Broadway, Flushing, the
deficit would be only $26,000 the first year, and this would
be entirely wiped out in a short time by the natural increase
in traffic from that section.

■

Personal Mention

Mr. Frank H. Miller, superintendent of motive power of
the Louisville (Ky.) Traction Company, has been elected
president of the Louisville Jovian League.

Mr. C. H. Read, formerly chief accountant in charge of
accounting matters for the Rock Island & Southern Rail-
way System, located at Davenport, Iowa, has been appointed
auditor of the, Kansas City, Kaw Valley & Western Railway,
at Bonner Springs, Kan.

Mr. Roger W. Toll has resigned as chief engineer of the
Denver (Col.) Tramway. Mr. Toll has been in charge of all
matters pertaining to civil engineering, track and roadway
construction and maintenance, bridges, viaducts, subways,
etc., since his appointment as chief engineer in January,
1913.

Mr. Edward A. West, connected with the Portland Rail-
way, Light & Power Company, Portland, Ore., as efficiency
engineer, has been appointed chief engineer of the Denver
(Col.) Tramway to succeed Mr. Roger W. Toll, resigned.
It is expected that Mr. West will assume his duties in Den-
ver on March 10.

Mr. H. C. Faithorn has been appointed traffic manager of
the Chicago, Lake Shore & South Bend Railway, Michigan
City, Ind. Mr. Faithorn has taken up the work begun by
Mr. W. H. Ogborn, resigned, and will have charge of the
passenger traffic as well as the development of a general
freight handling business.

Mr. E. W. Hill, formerly treasurer and assistant treas-
urer of the Electric Bond & Share Company, New York,
N. Y., has been elected a vice-president of the company.
He will be succeeded by Mr. A. E. Smith. Mr. E. P. Sum-
merson and Mr. William Reiser have each been made as-
sistant secretary and treasurer.

Mr. Fred A. Vogel has been appointed assistant division
superintendent of the Sherman, Baker, Harper, Springwells
and Chene extension lines of the Detroit (Mich.) United
Railway vice Mr. Leon Snyder, transferred. Mr. Fred O.
Sauer has been appointed inspector of service for the same
lines to succeed Mr. Vogel.

Mr. James L. Weir, assistant joint agent of the Detroit
United Lines at the Detroit station, has tendered his resig-
nation to become associated with the Detroit office of the
Standard Accident Insurance Company. Mr. Weir has been
connected with the Detroit United Lines since Feb. 6, 1902,
filling various positions in the freight department of the
company.

Mr. H. C. Eddy, who recently resigned as engineer for
the Public Utilities Commission of the District of Columbia,
has received a temporary appointment with the Navy De-
partment and is now located at the naval proving ground
at Indian Head, Md., supervising the enlargement of the
power station and the installation of several additional boil-
ers, coal conveyor, etc., and remodeling the present boiler
plant.

Mr. F. R. Slater, who for the last three years has been
general superintendent of the Texas Power & Light Com-
pany, with headquarters at Dallas, has been appointed act-
ing general manager of the company, succeeding Mr. George
S. Haley, who resigned recently. Mr. Slater is a graduate
of Cornell, class of 1894, and after work on the design of the
new power station for Columbia University entered the
organization of the Otis Elevator Company as a designing
engineer. In 1899 he joined the forces of the Manhattan
Elevated Railway, New York City, which was then convert-
ing its lines from steam to electric operation. Later he
became a member of the engineering staff building the New
York subway, serving as assistant engineer in charge of
direct-current distribution and later as principal assistant
engineer of the Interborough Rapid Transit Company. In
1907 Mr. Slater formed with H. N. Latey the consulting
engineering firm of Latey & Slater, from which he with-
drew in 1912 to go to Dallas. At the time of the St. Louis
exposition in 1904 Mr. Slater served as a member of the
advisory council of the Electric Railway Test Commission.

March 4, 1916]

ELECTRIC RAILWAY JOURNAL

479

Mr. Albert Benham, general manager of the Ohio Elec-
tric Railway, Springfield, Ohio, was elected president of
the Central Electric Railway Association at its annual meet-
ing, held in Dayton, Ohio,
on Feb. 24 and 25. Mr. Ben-
ham was born in Ohio in
1868 and entered railway
work with the Fifth Avenue
Cable Company, Pittsburgh,
Pa., in 1891. He continued
in the service of that com-
pany and the Consolidated
Traction Company, Pitts-
burgh, in various depart-
ments until January, 1901,
when he resigned to become
connected with the Cincin-
nati (Ohio) Traction Com-
pany. He served as
inspector and later as as-
sistant general superintend-
ent of the Cincinnati Trac- a. benham
tion Company until March,

1906, when he was made general superintendent of the
Indiana, Columbus & Eastern Traction Company, with head-
quarters at Columbus, Ohio. In 1908 Mr. Benham was ap-
pointed assistant general manager of the Ohio Electric
Railway, and in July, 1913, was made general manager.

Mr. Frank H. Sommer, counsel for the Board of Public
Utilities Commissioners of New Jersey, has been elected
by the council of New York University to be dean of the
University Law School, of which he is a graduate. Mr.
Sommer succeeds Dean Clarence D. Ashley, who died on
Jan. 26. Mr. Sommer has been a lecturer in the school since
he was graduated in 1893. He was born in Newark forty-
three years ago. He was formerly a member of the Board
of Public Utilities Commissioners of New Jersey and when
his term of office expired on May 1, 1911, he was retained
as counsel to the commission in accordance with the pro-
vision of the new utility law which gave the board authority
to engage counsel. Previously, the commission had referred
to the Attorney General of the State all questions which re-
quired an expression of legal opinion.

Mr. R. L. Lindsey, who has been elected vice-president of
the Durham (N. C.) Traction Company in addition to gen-
eral manager, was born on a farm near Kinston in North

Carolina. He attended

school until he was ten

years old, when he went out

to work. At fifteen he had

mastered telegraphy, at

seventeen stenography and

typewriting and at twenty

he had twice read the

course prescribed by the

State of North Carolina for

a lawyer's license. He was

admitted to the practice of

law in the courts of North

Carolina at the age of

twenty-one. For four years

thereafter he was secre-
tary to Gen. J. S. Carr,

president of the Blackwell

Durham Tobacco Company. r. l. lindsey

Mr. Lindsey entered public

service work in May, 1899, as secretary, treasurer and man-
ager of the Durham Electric Lighting Company. He
promptly overhauled the station and installed a twenty-four-
hour service. He also changed the customers over success-
fully from flat rate to meters. In February, 1901, the
Durham Traction Company was organized by R. H. Wright,
J. S. Carr, and others, through the purchase of the Durham
Electric Lighting and the Durham Ice companies and the
acquisition of the old horse car line franchise. On its
organization the Durham Traction Company elected Mr.
Lindsey auditor. He continued in that capacity until April,
1905, when he was made general manager. He is a Mason,
a Shriner, a Pythian and an Elk and is a member of many
local civic and commercial bodies.

OBITUARY

M. D. Thatcher, one of the principal owners of the Pueblo
& Suburban Traction & Lighting Company, Pueblo, Col.,
prior to its being taken over by the Arkansas Valley Rail-
way, Light & Power Company, died at his home in Pueblo
on Feb. 22.

L. T. Garnsey, Los Angeles, Cal., is dead. Mr. Garnsey
was one of the promoters of the Los Angeles & Redondo
Railway, now included in the system of the Pacific Electric
Railway, and was president of the company for some time.
He was also a large real estate operator. Mr. Garnsey was
born in Great Bend, Pa., seventy-one years ago.

John M. Eshleman, Lieutenant-Governor of California,
died at Indio, Cal., on Feb. 28. Mr. Eshleman was born in
Villa Ridge, 111., on June 14, 1876, and was graduated from
the University of California in 1902. He was admitted to
the bar in 1905, and in 1907 was elected a member of the
California Legislature. From 1907 to 1910 he was district
attorney of Imperial County, Cal., and from 1911 to 1914 he
was president of the Railroad Commission.

James Sweeney Thompson, North Tonawanda, N. Y., a
director of the International Railway, Buffalo, N. Y., and
one of the most widely-known bankers in western New
York, died in the Johns Hopkins Hospital in Baltimore, Md.,
on Feb. 18. Mr. Thompson was born in North Tonawanda
on Oct. 11, 1855. He was a director of the Marine Bank;
vice-president of the Central National Bank, Buffalo; vice-
president of the State National Bank, Tonawanda; vice-
president of the First National Bank, Tonawanda, and was
connected with other business and financial institutions.
He was active in advocating the construction of the pro-
posed high-speed line of the International Railway between
Buffalo and Niagara Falls, now under construction.

George E. Miller, superintendent of transportation of
the Lehigh Valley Transit Company, Allentown, Pa., died
on Feb. 22 after a short illness, of catarrhal pneumonia.
He was forty-nine years of age. Mr. Miller was born in
Pottsville, Pa., and started life as a printer. For six years
he was a compositor on the Pottsville Chronicle. He then
entered the service of the Philadelphia & Reading Railway
and for three years was in charge of the yards at St. Clair.
For five years thereafter he was superintendent of the elec-
tric light and power plant at Port Carbon, Pa. Eighteen
years ago Mr. Miller entered the electric railway field as
master mechanic of the Jackson (Miss.) Street Railway,
where he remained nearly a year. He then became master
mechanic of the Chattanooga (Tenn.) Traction Company
and a year later was appointed superintendent of the
company. He next went to Dubuque, Iowa, as general
superintendent of the Dubuque Light & Traction Company.
Six years later he returned to Chattanooga and in 1910
was brought to Allentown by Mr. R. P. Stevens, then presi-
dent of the Lehigh Valley Transit Company. Mr. Miller
was one of the pioneers of the safety-first movement, and
it was a source of intense pride to him that in the last
five years he carried 150,000,000 passengers without the loss
of life of a single paid passenger. He was also active in
the interest of the welfare of his employees. A widow and
eight children survive.

The directors of the Interborough Rapid Transit Com-
pany, New York, N. Y., have unanimously voted to establish
a pension system for the benefit of all of its employees. The
pension system will apply to employees who shall have
attained the age of seventy years and have been in the
service of the company or its predecessors not less than
twenty-five years, and also to employees who shall have been
twenty-five or more years in such service and have become
physically disabled. The acceptance of the pension allow-
ance will not debar an employee from engaging in other busi-
ness. There are at present nearly forty employees more
than seventy years of age whose length of service ranges
from twenty-five to forty-two years. The regulations to
govern the pension system are to be administered by the
director of welfare, who shall act as chairman; the vice-
president and general manager, the general auditor and the
treasurer. At the first meeting of the newly appointed pen-
sion board, as named above, the superintendent of the vol-
untary relief department was elected secretary of the board.

480

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 10

Construction News

Construction News Notes are classified under each head-
ing alphabetically by States.

An asterisk (*) indicates a project not previously
reported.

RECENT INCORPORATIONS

Fort Wayne & Decatur Traction Company, Fort Wayne,
Ind. — Incorporated to succeed the Fort Wayne & Springfield
Railway, which was sold at receiver's sale on Dec. 2 to
Charles H. Worden, Fort Wayne, as noted in the Electric
Railway Journal for Dec. 18, 1915, page 1234. Capital
stock, $200,000. Incorporators: William J. Vesey, Edward
X. Ehinger and G. M. Leslie.

*Newport & Alexandria Interurban Railway, Newport,
Ky. — Incorporated to construct an electric line from New-
port to Alexandria, via Fort Thomas, Cold Spring and Silver
Grove, 15 miles. Capital stock, $100,000. Among the incor-
porators are C. D. Miller, Huntington; Blair P. Wilson.
Huntington, and Capt. Gottlieb Hartweg, Cincinnati.

Cleburne (Tex.) Traction Company. — Application for a
charter has been made by this company to succeed the Cle-
burne Street Railway. Capital stock, $15,000. Incorpora-
tors: F. C. Cotton, Fort Worth, and Lawrence Hewitt and
Daniel Hewitt, both of Cleburne.

FE ANCHISES

Riverside, Cal. — The Council of Riverside has denied the
application of the Pacific Electric Railway to abandon the
lower end of its Brockton Avenue line and that portion of
its Victoria Avenue line which extends across the Victoria
Bridge.

Kankakee, 111. — The Kankakee Electric Railway has ap-
plied to the Public Utilities Commission of Illinois for per-
mission to remove its tracks on South Washington Street,
south of Hawkins Street. The Council of Kankakee refused
to give the company this permission.

Peoria Heights, 111. — The Peoria & Chillicothe Electric
Rf.ilway has asked the Council for a franchise in Peoria
Heights. [Jan. 22, '16.]

Battle Creek, Mich. — The Michigan Railway Company has
received a franchise from the Council to construct an ex-
tension in Post Addition.

Trenton, N. J. — The New Jersey & Pennsylvania Traction
Company has received a franchise from the Council to dou-
ble-track West Hanover Street from Green's Alley to Cal-
houn Street.

*Easi Cleveland, Ohio. — J. L. Free, president of the J. L.
Free Company, Cleveland, has asked the Council to ad-
vertise for bids for a street railway line on Noble Road.
He says that if no other bids are received his company
will build the line, but other allotment owners, who will be
benefited, will be asked to participate. He estimates that
a single track will cost about $40,000.

*Salt Lake City, Utah. — Le Grand Young has asked the
Council for a franchise to construct a line on Twenty-first
East Street from Tenth South Street, through Holliday, up
Big Cottonwood Canyon to the mines and Brighton.

TRACK AND ROADWAY

Municipal Railways of San Francisco, San Francisco, Cal.

— The contract for furnishing and installing electrical con-
ductors and appurtenances for the Church Street municipal
railway has been awarded by the Board of Public Works to
E. Earl Browne.

Aurora, Mendota & Western Railroad, Aurora, 111. — The
Public Utilities Commission of Illinois has denied the peti-
tion of the Aurora, Elgin & Chicago Railroad asking that
the Aurora, Mendota & Western Railroad be compelled to
operate its cars over the tracks of the Aurora, Elgin & Chi-
cago Railroad from Montgomery to Aurora and has granted
a certificate of convenience and necessity authorizing the
construction of the new line. [Oct. 9, '15.]

Galesburg Railway, Lighting & Power Company, Gales-
burg, 111. — It is reported that this company will spend about
$225,000 in improvements of various kinds in Galesburg.

Rapid Transit Company of Illinois, Murphysboro, 111. —

Plans are being considered by this company to build a line
between Murphysboro and Mount Vernon. [Sept. 11, '15.]

Illinois Traction System, Peoria, 111. — This company con-
templates the construction of a line between Champaign and
Bloomington, 50 miles.

Peoria, Canton & Galesburg Railway, Peoria, 111. — It is

reported that the proposed interurban line of the Peoria,
Canton & Galesburg Railway is to be revived this year.
The Public Utilities Commission of Illinois has given its
approval to the plan. Horace Clark, Peoria, president.
[Nov. 21, '14.]

Union Traction Company of Indiana, Anderson, Ind. — This
company is constructing an extension to its bridge on the
Muncie division.

Evansville (Ind.) Railways. — This company has planned
to extend its service by automobile bus to New Harmony,
Ind., and Morganfield, Ky., and by gasoline boat to Union-
town, Ky. The company is also constructing two fast, twin-
screw gasoline boats for use between Rockport, Ind., and
Owensboro, Ky.

Tri-City Railway Company, Davenport, Iowa. — This com-
pany has deeded to the city of East Moline a strip of land
which formed a part of the right-of-way between Twelfth
and Thirteenth Streets. The company reserves the right to
use the land and to relay tracks therein should it extend its
system up State Street.

Boston (Mass.) Elevated Railway. — This company has
awarded a contract to H. Nawn Contracting Company, Bos-
ton, for the construction of foundations for its Mystic River
bridge. The work includes seventeen piers of concrete on
pile foundations and thirty-eight small concrete foundations
for the viaduct.

Detroit (Mich.) United Railway. — The formal acceptance
by the Detroit United Railway of the city's proposal for
the extension of the Kercheval and Forest Avenue car lines
has been filed with the city clerk. The Kercheval Avenue
line will be extended to connect with the Jefferson Avenue
line, single-track connections being built on Hart and Ly-
caste Avenues. The Forest Avenue tracks will be extended
east from Gratiot Avenue to the city limits.

Houghton County Traction Company, Houghton, Mich. —
Plans are being made by this company to extend it
from Hancock to Dollar Bay.

Muskegon Traction & Lighting Company, Muskegon, Mic. .

— It is reported that this company is planning extensions
and improvements to its system during this year at a cost
of about $35,000.

Laurel Light & Railway Company, Laurel, Miss. — Plans
are being made by this company for building a lake at In-
terurban Park for swimming and boating purposes.

Kansas City Railways, Kansas City, Mo.^The Wyandotte
Board of County Commissioners on Feb. 10 approved plans
prepared by L. R. Ash, engineer, for the construction of
the Central Avenue bridge and viaduct in Kansas City,
Kan. Advertisements for bids have been ordered and they
will be opened on March 6. The bridge will be 3092 ft.
long and will be double-decked. The lower deck will be
on the level with the road and will have an 18-ft. roadway.
The upper deck will connect with the Central Avenue via-
duct and will have a roadway 30 ft. wide, a 6-ft. sidewalk
and two street car tracks. The estimated plans contemplate
the expenditure of $650,000. This new bridge and viaduct
proposes a great elevated highway across the Kaw bottoms
from Riverview to James Street, which finally will be ex-
tended to the State line to connect with the Twelfth Street
viaduct built by Kansas City, Mo. The Kansas City Rail-
ways will pay one-half of the cost of that part of the
bridge utilized by the car tracks and the balance will be
paid by the county. R. L. McAlpine, county engineer.

City Electric Company, Albuquerque, N. M. — An addition-
al order has been placed by this company for track material
to be used on its extension to the University of New Mexico.
It is expected that the line will be in operation by June 1.

March 4, 1916]

ELECTRIC RAILWAY JOURNAL

481

New York Municipal Railway Corporation, Brooklyn,

N. Y. — The Public Service Commission for the First Dis-
trict of New York has sent to the Board of Estimate &
Apportionment for approval the route and general plan
for Route No. 64. This is a modification of Route No. 49,
known as the Culver line or Gravesend Avenue route in
Brooklyn. Route No. 49 is included in the dual system
contracts as one of the branches of the Fourth Avenue
subway, to be operated by the New York Municipal Railway
Corporation. This route connects with the Fourth Avenue
subway through the Thirty-eighth Street Cut, and continues
from Tenth Avenue over the private right-of-way of the
Prospect Park & South Brooklyn Railway Company to
Gravesend Avenue at about Cortelyou Road, and thence
down Gravesend Avenue and Shell Road to Coney Island.
The construction contracts for the elevated railroad have
already been awarded, and for some months the commission
has been negotiating with the company for the required
easement. The commission and the company have not been
able to agree as to the value of the easement. The com-
mission, therefore, decided to modify the route by continu-
ing the elevated railroad from Tenth Avenue through
Thirty-seventh Street to Gravesend Avenue, thus avoiding
the company's right-of-way. Route No. 64 provides for this
modification.

Interborough Rapid Transit Company, New York, N. Y. —

Bids for track-laying in the Lexington Avenue subway were
opened during the week by the Public Service Commission
for the First District of New York. The contract is divided
into three parts, namely, the Lexington Avenue line, the
Jerome Avenue line and the 149th Street loop. The city will
furnish rails and other track materials and the contractor
will be required to do only the work of installation. He must
begin work on the Jerome Avenue line and the Lexington
Avenue line within thirty days after the delivery of the con-
tract, and must complete the tracks on Jerome Avenue with-
in six months and on the Lexington Avenue line and 149th
Street loop within nine months after the delivery of the con-
tract. The lowest bidder was the Empire Construction Com-
pany at $276,433.

Toronto (Ont.) Civic Railway. — Bids will be received by
the Board of Control, City Hall, until 12 o'clock noon on
March 14 for the supply and delivery of special track work
for the St. Clair Avenue carhouse.

Lehigh Valley Transit Company, Allentown, Pa. — Among
the improvements to be made by this company is the double-
tracking of its line between Bethlehem and Easton. An or-
der has been placed by the company for automatic signal
equipment covering every line of the company not heretofore
equipped with automatic devices. These include the local
lines in Allentown, Macungie, Nazareth, Egypt and Easton.

Philadelphia, Pa. — It is reported that the construction of
the steel superstructure for the elevated railway on Frank-
ford Avenue will be begun on April 1 and it is estimated that
the line will be placed in operation nineteen months later.

Vercheres, Chambly & Laprairie Tramway, Montreal,
Que. — The railway committee of the Legislative Assembly
on Feb. 24 passed the bill to incorporate the Vercheres,
Chambly & Laprairie Tramways Company. The company
will operate electric lines in St. Lambert, Longueuil, Bou-
cherville, Varennes, Vercheres, Chambly, Chateauguay and
Laprairie parishes, and has power to enter Montreal through
agreement with other companies. One important change
was made regarding route. The plan of the promoters pro-
posed to construct the line within 2 miles of Boucherville.
Dr. Desaulniers, deputy for Chambly County, insisted that
it be located nearer, and it was fixed at 1 mile from the
parish church of the town. It was also provided that in
cases where municipalities would not allow the railway en-
trance that the Quebec Public Utilities Commission could be
appealed to for arbitration. [Feb. 5, '16.]

Charleston-Isle of Palms Traction Company, Charleston,
S. C. — This company reports that it would like to receive in-
formation relative to amusement attractions for a beach re-
sort. W. W. Fuller, general superintendent.

Citizen's Street Railway Association, Clarksville, Tenn. —
The organization of this company, which has recently taken
over the Clarksville & Dunbar Cave Railway, has been com-
pleted. Work of clearing the track will be begun shortly and
the road will be placed in operation as soon as possible.

Tacoma Railway & Power Company, Tacoma, Wash. —

Details of the damage done by recent storms to the tracks
and equipment of the Tacoma Railway & Power Company
are not yet known, but engineers for the company state
that a conservative estimate places the total at $25,000.
The greater part of the damage was to the tracks. An
expenditure of $5,300 will be made immediately to repair
some of the damaged pavement.

Milwaukee Western Electric Railway, Milwaukee, Wis. —
An increase of $1,250,000 in the capital stock of this com-
pany was voted at its annual meeting. [Feb. 5, '16.]

SHOPS AND BUILDINGS

Jamestown, N. Y. — Tentative plans are being made by
the traction interests of Jamestown for the construction of
a large union trolley terminal at West First and Washing-
ton Streets. Certain street changes have been suggested
to the City Council before the plans can be carried into
execution. Plans which have been submitted to the City
Council call for the completion of the improvements within
two years after the street changes have been made.

Jamestown, Westfield & Northwestern Railway, James-
town, N. Y. — The Kellogg Iron Company, Buffalo, has begun
construction on a new carhouse for this company at James-
town.

New York, N. Y. — Bids will be received by the Public
Service Commission for the First District of New York
until March 9 for station finish work on seven stations of
the new Broadway subway. The contracts for the work
will be let as soon as possible to permit the completion of
the work so the subway can be placed in operation next
spring as far north as Twenty-eighth Street. The stations
for which bids will be received extend from Morris Street
and Trinity Place on the south to and including Union
Square on the north.

Toronto (Ont.) Suburban Company. — Plans of new offices
and waiting rooms to be erected on Keele Street near
Dundas Street have been approved by this company. The
cost is estimated at $10,560.

Chambersburg, Greencastle & Waynesboro Street Rail-
way, Waynesboro, Pa. — This company reports that it ex-
pects to build a new carhouse and repair shops.

POWER HOUSES AND SUBSTATIONS
Southern Illinois Railway & Power Company, Chicago, HL

— This company is installing new power plant equipment con-
sisting of an Allis-Chalmers turbine generator of 5000-kw.
capacity. The boiler equipment will be enlarged to corre-
spond with the generator improvement. The boiler room
will be extended about 50 ft.

Wisconsin Railway, Light & Power Company, Winona,
Minn. — This company will erect a new and modern steam
reserve station in Winona to take the place of the present
emergency plant. The proposed new plant will cost $200,000.

Cleveland, Southwestern & Columbus Railway, Cleveland,
Ohio. — This company has purchased the power plant of the
Crawford County Gas & Electric Company at Crestline.
Improvements and changes will be made in the plant.

Toledo, Bowling Green & Southern Traction Company,
Findlay, Ohio. — This company has recently placed a contract
with the General Electric Company for a 1000-kw. turbine.

Lehigh Valley Transit Company, Allentown, Pa.— This
company has placed an order with the Westinghouse Electric
& Manufacturing Company for a 10,000-kw. steam turbine
to be installed at its Front Street power house at Allentown.
An order has also been placed with this company for several
60-cycle converters to be installed at the substations at
Catasauqua, Siegersville and Slatington. The 25-cycle
rotary converters will be taken out of these substations and
will be installed in new substations to be erected on the top
of the Lehigh Mountain and at Quakertown. The substa-
tions at Ambler and Fort Washington will be increased by
the addition of new rotary converters. This equipment was
referred to in a general article on Lehigh Valley improve-
ments published in the Electric Railway Journal of Feb
19, page 376.

Carbon Transit Company, Mauch Chunk, Pa.— Extensive
improvements are being made to the power plants of this
company at Hacklebernie and East Mauch Chunk. New
engines and generators are being installed.

482

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 10

Manufactures and Supplies

ROLLING STOCK

Lincoln (Neb.) Traction Company is building four cars.
Sioux City (Iowa) Service Company is building fifteen

cars.

Hutchinson (Kan.) Interurban Railway is building three
cars.

Berkshire Street Railway, Pittsfield, Mass., is construct-
ing a convertible car in its shops.

Washington (D. C.) Interurban Railway is reported as ex-
pecting to purchase new cars.

Grand Rapids (Mich.) Railway is building an electric loco-
motive in its shops.

Benton Harbor-St. Joe Railway & Light Company, Benton
Harbor, Mich., is reported as being in the market for addi-
tional cars.

Rockland, Thomaston & Camden Street Railway, Rock-
land, Me., has ordered one closed car body from the Laconia
Car Company.

Indianapolis Traction & Terminal Company, Indianapolis,
Ind., is reported as considering the purchase of twenty-five
or thirty cars.

Bangor Railway & Electric Company, Bangor, Me., has
-ordered three center-entrance cars with radial trucks from
the Laconia Car Company.

City Light & Traction Company, Sedalia, Mo., is reported
as having ordered seven light Haller-type cars from the
American Car Company.

Grand Rapids, Grand Haven & Muskegon Railway, Grand
Rapids, Mich., is reported to be in the market for several
interurban passenger cars.

Cumberland & Westernport Electric Railway, Cumber-
land, Md., has increased its recent car order from the South-
ern Car Company from three to five cars.

Boston (Mass.) Elevated Railway is reported as expecting
to purchase some new cars for elevated service, in addition
to the surface cars for which it is now in the market.

Cambria & Indiana Railroad, Colver, Pa., has ordered an
additional storage-battery car from the Railway Storage
Battery Car Company, as noted elsewhere in this issue.

Harrisburg (Pa.) Railways is reported as considering the
purchase of seven new cars. This news was received as this
paper was about to go to press and has not been confirmed.

Albuquerque, (N. M.) Traction Company is reported as ex-
pecting to purchase at once additional cars for use on its
new University line which is expected to be in operation on
June 1.

Johnstown (Pa.) Passenger Railway, noted in the Elec-
tric Railway Journal as expecting to purchase ten double-
truck cars, has ordered this equipment from the St. Louis
Car Company.

West Penn Traction Company, Pittsburgh, Pa., is reported
as having ordered from the Cincinnati Car Company seven
city cars for Wheeling, W. Va., and six interurban cars for
the Connellsville line.

Kankakee & Urbana Traction Company, Urbana, 111., has
purchased two gondola cars from the St. Louis Rail &
Equipment Company. This railway company is also in the
market for an express car.

Tri-City Railway, Davenport, Iowa, has re-entered the car
manufacturing business and has just completed the first
cars of a small order for the Iowa Railway & Light Com-
pany, Albia, Iowa. The cars have single trucks and are
equipped with sliding doors and folding steps.

St. Paul Southern Electric Railway, St. Paul, Minn., an-
nounces that it is in the market for eight passenger cars,
one electric locomotive and one snowplow. All corre-
spondence regarding this equipment should be addressed to
W. L. Sonntag, general manager, 1127 Merchants' National
Bank Building, St. Paul, Minn.

Massachusetts Northeastern Street Railway, Haverhill,

Mass., lost eight closed cars and four open cars, two four-
motor plows and two service cars in a fire which destroyed
its carhouse in Merrimac on Feb. 29. A report states that
orders for new cars have been placed.

Chicago, Lake Shore & South Bend Railway, South Bend,
Ind., has purchased two 72-ton Westinghouse-Baldwin elec-
tric locomotives, equipped with four 190-hp. motors capable
of pulling a 6000-ton trailing load. This company has also
ordered seven 50-ton composite gondola, two 50-ton float and
nine 40-ton steel frame box cars from the Western Steel Car
& Foundry Company.

TRADE NOTES

Curtain Supply Company, Chicago, 111., has received an
order to equip with ring fixtures and Rex rollers the Panta-
sote curtains provided for the 200 new city cars ordered by
the Pittsburgh (Pa.) Railways.

U. S: Metal & Manufacturing Company, New York, N. Y.,
has transferred its Southern office from Atlanta, Ga., to the
Munsey Building, Washington, D. C. J. T. Martyn, former-
ly with the Pressed Steel Car Company, has been appointed
manager in charge, succeeding H. K. Porter.

Ohio Brass Company, Mansfield, Ohio, has received an or-
der for 40,000 third-rail insulators from the New York Mu-
nicipal Railway, Brooklyn, N. Y., and for 3000 35,000-volt
transmission insulators to be used for replacement purposes
by the Havana Central Railroad, Havana, Cuba.

Ohmer Fare Register Company, Dayton, Ohio, on Feb. 28
held a dinner which was given by the president, John F.
Ohmer, to his employees. The dinner was followed by ad-
dresses, and a distribution of $200 in prizes, a regular cus-
tom of the company, for employees making the best sugges-
tions for the betterment of the company's system and plant.

Holden & White, Chicago, 111., is the name of a new firm
formed by R. R. Holden, formerly with the Wesco Supply
Company, St. Louis, Mo., and lately a manufacturers' agent
in Chicago, and W. McK. White, formerly sales manager of
the Esterline Company, Indianapolis, which will represent
a number of manufacturers of high-grade railway materials
and equipment. This firm has affiliated representatives in
fifteen cities in the United States and Canada, and in addi-
tion to personal visits will conduct merchandising cam-
paigns for the various manufacturers it represents. At
present this firm is located at 39 South La Salle Street,
Chicago, 111.

Lauren J. Drake, Jr., resident manager at Indianapolis
of the Galena Signal Oil Company, on Feb. 23 was elected
vice-president and director of that company. He will move
to New York shortly. Mr. Drake is a native of Iowa, where
he was born in 1880, and in 1900 went to work in the Whit-
ing, Ind., refinery of the Standard Oil Company. His ex-
perience there included work in all of the divisions of man-
ufacturing and selling. Later he was appointed manager
of the Republic Oil Company at Columbus, Ohio, and for
the last eleven years he has been resident manager of
Galena Standard Oil Company at Indianapolis. Mr. Drake
has attended many electric railway conventions and has a
large number of friends among electric railway operators.

ADVERTISING LITERATURE
Railway & Industrial Engineering Company, Pittsburgh,
Pa., has issued a folder which contains illustrations of some
of its representative outdoor, indoor and portable sub-
stations.

Cleveland Battery & Electric Company, Cleveland, Ohio,

has issued a folder describing Hywatt dry battery cell,
suitable for use with car buzzer systems and for other uses.
In the construction of this battery the familiar round type
of zinc container is abandoned and a flat type is adopted,
similar to the lead plate construction of the storage-battery
cells. In the round cell the zinc container, which is the fuel
supplying the electrical energy, becomes thinner with use
and will eventually be eaten through in spots. The cell is
then rendered useless and the remaining zinc and other
materials become waste products. In the flat type, how-
ever, the zinc sheet can be entirely consumed and will
deliver current up to the last. The cell, owing to its greater
depolarizing area, maintains a higher voltage under load
than the round cell.

Published by the McGraw Publishing Company, Inc.
Consolidation of Street Railway Journal and Electric Railway Review

Vol. XL VII NEW YORK SATURDAY, MARCH 11, 1910 No. 11

PREPAREDNESS A combination of the boy scout

IN THE ancj safety-first idea for schools,

SCHOOI S

which has proved very successful
in Brooklyn, is being advocated by Col. E. C. Spring of
the Lehigh Valley Transit Company before the school
board at Allentown, Pa. Briefly, the idea is to
have a safety patrol for each school, consisting of ten
or twelve of the larger boys who would reach the school
earlier than the rest and would station themselves out-
side of the building where accidents might occur, as at
street intersections, and guard the younger children
from accidents. Such a plan would be beneficial not
only to the younger children, but to those who partici-
pated in this guard duty by giving them a sense of
responsibility under direction in the performance of
an honorary duty. Such service is enjoyed by the aver-
age boy, as shown by the boy scout movement as well
as by the practice in some schools of having military
battalions, and is the foundation of the plan now cur-
rent of introducing a regular system of military drills
into more of the schools. The only question in matters
of this kind is in keeping up the esprit de corps, but
this would have to be the task of the director in charge
of the work. The Brooklyn plan is one which should
commend itself to school principals, as it would be of
benefit to all concerned.

ON PRYING The men in an electric railway

GOOD COPY system who have to do with the

LOOSE physical equipment are not as

communicative regarding their work as are those in de-
partments in which publicity is a natural and, in some
cases, necessary part of the work. This is not due to
their unwillingness to give out, for the benefit of others,
the results of experience and study, but rather to the
fact that they consider "doing things" to be more im-
portant than telling about them. And yet, if the in-
dustry is to advance, there must be interchange of facts
and views through the technical press. The difficulties
in the way of prying loose the information that prac-
tical men most prize are humorously referred to in a
letter from S. L. Foster printed in last week's issue.
Mr. Foster is a railway pioneer who has solved many
difficult equipment problems. Moreover, he has shown
his willingness to practise what he preaches by fur-
nishing to our equipment columns several suggestive
articles describing devices which show originality, prac-
ticability and adaptability. While Mr. Foster has not
used many words in his letter he has said a great
deal, and we commend his suggestions to our present
and prospective contributors.

STANDARDS Of late there has become evident

SHOULD a rather widespread belief that

CHEAPEN COST . „ 2 > . ... , .

full advantage is not being taken

of the standards established by the American Electric
Railway Engineering Association. From a technical
standpoint the practice outlined in the Engineering
Manual of the association is literally invaluable. It
is developed not only at considerable direct expense to
the association, but also at great personal effort on the
part of the committee members, whose selection, because
of their intimate knowledge of the various phases of
the industry, gives each report a technical value unsur-
passed by any other source of information. Neverthe-
less, the association standards are not being universally
used, and the incongruity of their lack of recognition
is at least disquieting, especially because the smaller
railways, for whose benefit the standards are particu-
larly designed, have, as a rule, no standards of their
own to interfere. On the larger roads local standards
have been developed, and there seems to be a tendency
to regard this fact as a sufficient reason for adhering
to them in preference to the standards of the associa-
tion. Here, perhaps, is a partial answer to the prob-
lem. The large companies, which are the large buyers,
frequently do not buy according to association specifica-
tions. Instead, orders for standard material come from
the smaller roads whose annual demands are insignifi-
cant, as witnessed by the pitifully small tonnage of rail
rolled to standard design. Is there, then, any object
for the manufacturer to sell association standard mate-
rial by making attractive quotations on it? And is
there any incentive for the small road to demand it
when its use involves no visible return? We are in-
clined to doubt it, and as a corollary believe that the
conditions are chargeable largely to the insular attitude
of larger companies.

EFFICIENCY
IN

ADVERTISING

We published last week a letter
from a purchasing agent regard-
ing the vast amount of catalogs
and advertising literature received by him and of its
frequent duplication on account of being addressed from
obsolete or inaccurate mailing lists. He wonders how
much printed matter, postage and clerk hire is wasted
because of these inaccurate and careless methods. He
further wonders how many advertising pages could be
purchased in trade periodicals with the money which is
so wasted. Were it possible to arrive at such a com-
parison as this suggests, the figures would undoubtedly
run to astonishingly large proportions. There is little
conception of the enormous amount of advertising liter-

484

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 11

ature which comes through the mails to all electric
railway officials. The manufacturer sending out such
material rarely visualizes the fact that some hundreds
of other manufacturers are mailing similar material at
the same time. Advertising pages of trade periodicals,
however short they may be of perfect efficiency, fur-
nish at least these advantages. They come to the re-
cipient in convenient form for reference. They are
already classified and indexed for his convenience, and
are therefore self-filing. They come to him in one size
and one shape and so bound together that in one docu-
ment he has ready reference to all sorts of subjects.
They are certain to be addressed properly because the
recipient is paying for his subscription and would be
sure to complain if copies of the paper were not re-
ceived. Finally, as these advertising pages come to him
weekly, or at other regular intervals, he always has
them before him when he is ready to buy, Whereas cir-
culars reach him at irregular intervals and may be
received just after he has placed the order. Hence,
trade paper advertisements have this trinity of virtues :
They go where they are wanted, in the form they are
wanted and when they are wanted. While the value of
trade literature and catalogs cannot be questioned, the
methods of their distribution seem fairly open to debate.
A solution might be to use the advertising pages of the
trade publication, in a more extended way, to advertise
selling literature, with an increase of efficiency and
results to all concerned.

UNCERTAINTY OF UTILITY INVESTORS
The article by Mr. Bauer published elsewhere in this
issue should be of particular interest to electric railway
operators because of the emphasis laid upon one point
whose importance these days is becoming more widely
recognized — i.e., the necessity of relieving the investors'
uncertainty in regard to the stability of public utility
securities. Without a doubt the present chaotic state
of utility valuations and restrictions on the rate of
return has made investors display at least a hesitancy
toward increasing their utility holdings, notwithstand-
ing the sums needed for utility developments. If elec-
tric railways and other utilities are henceforth to be
valued and have their rates regulated to give a certain
return, it is highly necessary that the basis of valuation
be more simplified and that a plan be adopted for an
automatic control over the rate of return.

Like Mr. Bauer we are not inclined to argue here
for any particular basis of valuation to begin the process
of simplification, but merely to stress the fact that some
definite, clear-cut basis ought to be selected. The one
chosen should be liberal, taking full cognizance of past
hazards and of what the investors might reasonably be
supposed to have expected in view of the past indefinite-
ness of rate regulation. Yet it must be a compromise,
too, for the utilities cannot afford to force the highest
possible valuation endurable by the public, any more
than the public can profit by insisting upon any policy
not generally fair to existing investments. The whole
problem is to look ahead, and in the light of future re-

quirements select a valuation basis for all companies
that will in the sum total give substantial justice to
existing properties.

As regards the rate of return to be allowed under
Mr. Bauer's plan, we wish to emphasize the point that
electric railways should be recognized as hazardous un-
dertakings. Even their monopolistic features, as far as
railway operation is concerned, have not rendered them
immune to labor troubles, charges for obsolescence due
to changes in the art or the competition of private auto-
mobiles and jitneys. Still another hazard is the possi-
bility of the future municipal purchase of the line at a
depreciated price. As citizens we hope this danger is
not great, but it is one which the investor naturally will
take into consideration. This factor of risk should
receive due weight in establishing the rate of return.

Anyone who believes that the electric railway busi-
ness, owing to its monopolistic character, is free from
financial problems and dangers need only look over the
statements of the companies for the past twelve months,
as reported in our financial columns, and to read the
analyses of conditions which are presented in our pages
from week to week. If any more concrete statement is
desired he can consider the petition just presented by
the California roads to the Railroad Commission in that
State, asking for assistance in the solution of their
financial problems, brought about mainly by the jitney,
by antiquated franchises and by the increasing burden
of taxation.

Again, we are firmly of the opinion that some sort of
a bonus plan for good management without any munici-
pal guarantee of the return would constitute the most
proper and equitable method of dealing with the in-
vestor. To our mind the support of utility operation
through the taxing power, so as to relieve the company
from the responsibility to its stockholders of earning
the allowed return would be inadvisable, for the city
would be doing what it was never created to do — paying
for service to a few citizens by taxing all, or possibly
burdening all with the results of utility inefficiency of
management. The utility itself should be made respon-
sible for earning the return, and since this would be
known in advance the investor could enforce the rec-
ognition of the risk involved. But some bonus or
profit-sharing scheme should be adopted in regard to
any excess over the return allowed, for this is the best
earnest of efficiency in management and honest account-
ing.

The plan outlined by Mr. Bauer in its general
principles is not new. Several electric railway com-
panies are now operating under franchises which pro-
vided for a revaluation and a regulated return with
bonus for good management. The results on the whole
have been satisfactory. His plea is for an extension
of the idea, and we believe that some such plan is well
worthy of consideration at least where resettlements
are necessary. In all cases, however, the points already
mentioned should be observed and the equity of the
railway company as regards the value of its property
and a fair rate of return on it should be protected.

March 11, 1916]

ELECTRIC RAILWAY JOURNAL

485

PUTTING SNAP INTO THE FREIGHT BUSINESS
The 1915 report of the committee on freight and
•express traffic of the Transportation & Traffic Associa-
tion contained some statements which merit more than
passing attention during these times of stress in the
electric railway business. The committee urged that
if relatively the same expenditures were made for
freight equipment, facilities and advertising as for
these elements of the passenger business the freight
business would show a much larger increase. That
this statement was founded on fact is illustrated by the
experience of the two Maine companies described in an
article by F. E. Wood, their general freight agent, in
this issue.

The rapid increase in the freight business of these
companies and the fields which are opening up for the
creation of new business have proved to be sources of
encouragement and inspiration. Under such conditions
initiative and originality are stimulated, and unexpected
problems of unique character present themselves for
solution. Take for example the potato situation men-
tioned by Mr. Wood. With soil and climate favorable
for potato culture the farmers were not raising potatoes
on any considerable scale, because of obstacles which
were readily surmountable under suitable leadership.
These farmers might have got together and organized
for co-operative storage and distribution, much to their
own profit. But organizing talent which is so vital to
the electric railway is not lying around loose on the
farm, although it is being developed greatly in some
sections through agricultural education. It remained
in this case for the electric railway to step in and take
the lead. If the response is as good as it promises to
be, the community will have a new industry and the
railway a new source of traffic.

One feature of the electric freight and express busi-
ness which appeals to us as a fundamental reason for
its continuing strength is that the electric railway is
"by its very nature equipped to do certain business that
the steam roads cannot do or can do only at a loss.
This might be termed the "retail" end of the freight
business. Frequent and speedy service in the transpor-
tation of shipments of moderate size is a special busi-
ness, and the ponderous steam-hauled train is not
adapted to it. The electric freight organization can
relieve, or rob if you please, the steam road of this work
on one hand, and can build up an original business on
the other, and can profit greatly thereby.

During a few years past the electric railway income
from passenger business has dropped off, or at best has
increased slowly. Jitney competition has had a tran-
sient influence in depressing passenger income, and the
private automobile will always be with us. The forces
which have acted to render the automobile a permanent
rival of the trolley car are not effective in the freight
and express field. Competition exists here, to be sure,
l>ut it is economic competition, and the best service for
the least money will win. And in certain lines the elec-
tric railway can furnish the best service if it will go
after the business.

ELECTRIC RAILWAY NEEDS IN CALIFORNIA

Considerable significance attaches to the communica-
tion just sent to the Railroad Commission of Califor-
nia by a committee representing practically every elec-
tric railway company in that State and which sums up
the urgent needs of the situation which these com-
panies now face. An abstract of the communication ap-
pears on another page. California is now enjoying very
prosperous conditions in many lines of industry, but it
would seem that a crisis is at hand for the electric
railways, nearly all of which have suffered severely
from several contributory causes in the last year or
two. If their affairs can now be shaped to suit condi-
tions, if such franchise rehabilitation and regulatory
measures as are needed can be secured, there will be
opportunity for the electric railways to share in the
improved financial conditions. It is well known, how-
ever, that any change in legislation or regulation which
will make conditions easier for the public utility cor-
poration, is not easy to secure nowadays, and the de-
sired results, therefore, cannot be expected unless the
need is made very clear to legislative bodies and is
backed up by proof that the action desired is entirely
fair. The fact that all the various companies are giving
united support to this matter and have prepared for the
commission a statement and request on which there is
unanimous agreement, is in itself evidence that there
is an urgent need for remedial measures, and that such
measures would benefit all alike. Briefly, the com-
panies ask for regulation for the jitneys, some work-
able form of franchise, such as one with an indetermi-
nate term, and relief from burdensome and wasteful
taxation requirements, such as the paving tax. The
idea of indeterminate franchises was not received with
favor some years ago because it did not then fit in with
the general plan under which electric railways operated,
but under present conditions, with commission control
to regulate company finances the matter takes on an
entirely different aspect, and the old plan of granting
franchises for stated periods may very well work only
hardship on all concerned.

The situation now is that if strict regulations
are to control the operations of a public utility,
and at the same time permission to grow and to meet
the changing conditions of the times is withheld, the
organization must very soon collapse. Certainly no
such condition is desired for electric railways in Cali-
fornia by the public, by the Railroad Commission or by
any other legislative body. The facts of the serious
difficulties which the California companies now face
have been frankly stated and the commission is asked
to investigate on its own account. This is a critical
time for the public utilities involved, and we trust that
the promised investigation of the subject by the Rail-
road Commission will bring with it some means of
relief. If the commission is willing, in addition to
enacting measures that regulate corporations, to ex-
tend those corporations help when this can be done in
fairness to all, there is now an excellent opportunity for
demonstrating such a policy.

486

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 11

BUILDING UP A FREIGHT BUSINESS — TYPICAL LUMBER TRAIN, TURNER (ME.) LINE, L. A. & W. ST. RY.

How One Electric Railway Is Building
Up Profitable Freight Traffic

The Cumberland County Power & Light Company and the Lewiston, Augusta & Waterville
Street Railway Have in a Year Developed a Gross Freight Business of More than
$100,000 — Prompt Service, Convenient Terminal Facilities and Co-operation
with Producers and Shippers Were Factors in This Achievement

By F. E. WOOD

General Freight Agent Cumberland County Power & Light Company, Portland, Me.

ON Dec. 1, 1914, the Lewiston, Augusta & Waterville
Street Railway and the Cumberland County Power
& Light Company made definite arrangements to take
over the operation of express cars over their lines on
Jan. 1, 1915. Previous to this time service was given
through an express company, which made all rates and
handled all operations, paying a proportion of its
revenue to the railroad for the use of cars and track,
for power and for the wages of motormen. The class
of goods handled represented express shipments of light
weight at high rates, and the development of freight
service at freight rates was neglected excepting that
a few carload shipments of lumber were handled around
Lewiston.

When the railroad took over the operation, freight
service at freight rates, governed by the official classifi-
cation, was established. It was soon found that many
of the past practices resulted in confusion, an example
being the making of rates at any time without record
by local agents. It was impossible to obtain records
of special rates issued by these agents, and the whole

organization lacked a uniformity which was later estab-
lished only after months of effort.

Along with many other handicaps were the equip-
ment, which was old and worn, and the terminal facili-
ties in large towns, where the business was handled at
many points from the middle of the streets. However,
in spite of these handicaps, by the introduction of
freight rates and fast and frequent service, together
with solicitation of business, the freight receipts in
April exceeded those of January by seven times, in-
creasing each month without fail thereafter, and the
first year's operation produced a gross revenue to the
company of $102,904.52.

Freight Service and Equipment

Electric freight service operating over these proper-
ties covers approximately 175 miles of line through
manufacturing and farming territory, serving a popu-
lation of more than 235,000. The principal cities served
are Portland, Lewiston, Auburn, Augusta, Brunswick,
Waterville, Bath, Biddeford, Saco, Gardiner and Hal-

BUILDING UP A FREIGHT BUSINESS — SWITCHING STEAM RAILROAD FREIGHT CARS IN LEWISTON, ME.

March 11, 1916]

ELECTRIC RAILWAY JOURNAL

437

BUILDING UP A FREIGHT BUSINESS — COAL DOCK AT HALLOWELL, ME., SHOWING FREIGHT CAR AND TRAILERS

inward freight consists of apples, potatoes, hay, cord
wood and lumber.

Connections with the steam railroad at outlying
points permits the handling of steam freight cars at
various sidings along the country lines, thus giving the
farmers a means of shipping through to distant points
without transfer of goods. Connections and through
rates with boat companies permits shipping and re-
ceiving goods from Boston and New York via water.

Express service, including pick-up and delivery of
package freight, is handled over the lines in the regular
freight cars under an agreement with an express com-
pany, the railroad not being a party to this service other
than transporting the goods for the express company.

Comparison of the population of the territory served
with that of street railroad properties in other sections
of the East would lead to the conclusions that a small
business would be all that could be expected. However,
the character of the country is such that on the Lewis-
ton, Augusta & Waterville division, with the fewest
inhabitants per mile of track, the freight is heaviest,
this being especially true of the easily handled carload
business. It follows that a conclusion as to the amount
of business to be expected cannot be drawn from an
estimate of the number of people to be served.

Handling L.C.L. Freight

While the carload business is attractive and remuner-
ative, the revenue is not all derived from that source ;
in fact, few carload lots are moved that are not accom-
panied by a motor car packed with less-than-carload
freight. Located a considerable distance from large
metropolitan centers, the territory is necessarily self-
supporting to a considerable degree. This condition
has led to the establishment of wholesale houses exceed-
ing in size those of larger cities not similarly located.
Portland is the most important distributing center,

lowell. In addition there are a number of smaller towns
and villages between which the territory is principally
agricultural, while certain sections also furnish lumber,
granite and gravel.

The service consists of regular scheduled runs to all
points from the three most important centers, Port-
land, Lewiston and Augusta, with fast and frequent
service as required by the demands of the territory.
This service takes care of the less-than-carload ship-
ments of fruits, vegetables, meats, groceries, hardware,
dry goods and all other commodities drawn from the
larger centers to the smaller cities and towns. The
heavier commodities, such as livestock, canned factory
products (vegetables and fish), coal, lumber, cord wood,
stone, gravel, brick, etc., are handled by trail cars,
hauled by the regular motor cars used in taking care of
the less-than-carload freight. These cars are fitted with
M. C. B. radial couplers and automatic air brakes.

The equipment consists of thirteen motor cars,
twenty-nine flat trailers, two box trailers, and two small
four-wheel trailers. The locomotive motor cars are of
60,000 lb. capacity, 40 ft. in length, and they are elec-
trically heated. The flat and box trail cars are of 60,000
lb. capacity, and their length is 35 ft.

Characteristics of the Business

Every effort is being made for the satisfactory
handling of high-class freight, as this portion of the
business is steady the year through, while the carload
work is heaviest during the winter months. Lumber
is hauled to the line to better advantage on sleds and
the market is better in the winter. The crops of the
previous summer are held by the farmers for good
market prices and shipped in greater part between
November and May. The flow of freight is, in greater
part, less-than-carload from the larger points, the car-
load shipments coming to the cities and towns. The

BUILDING UP A FREIGHT BUSINESS — L. A. & W. ST. RY. FREIGHT HOUSE AND CAR ON EASTERN STEAMSHIP DOCK, BATH, ME.

488

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 11

,3-flg Paragon Roofing

BUILDING UP A FREIGHT BUSINESS— MAP OP DISTRICT COVERED
IN RECENT FARM SURVEY, L. A. & W. ST. RY.

therefore the greater portion of less-than-carload freight
is handled at that point. All near-by towns are covered
by two trips daily, in some cases three. The long-run
service consists of a through train each night from
Portland carrying freight for Lewiston, Gardiner,
Augusta and Waterville. Goods shipped on this car
arrive at night or in the early morning, and are on de-
livery at 9.30 a. m. at the Waterville terminus of the
line. Lewiston is the second center as regards quan-

u ......

BUILDING UP A FREIGHT BUSINESS — OUTLINE PLAN OF FREIGHT
TERMINAL IN PORTLAND, ME., C. C. P. & L. CO.

tity of less-than-carload goods forwarded, but it is first
in producing carload lot business, trains of three to five
cars being no unusual sight.

Organization of the Freight Department

The organization consists of a general freight agent,
an assistant general freight agent, an auditor and a
traveling representative, together with necessary
agents, clerks and car men.

The general freight agent, located at Portland, has
charge of all operations in the freight department, in-

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BUILDING UP A FREIGHT BUSINESS — CROSS-SECTION OF FREIGHT
SHED IN PORTLAND, ME., C. C. P. & L. CO.

eluding accounting, schedules, claims and filing of
tariffs. The assistant general freight agent has charge
of the detail operation and of the men on the Lewiston,
Augusta & Waterville division, and has a voice in the
general plan and method of all operations. The auditor
is directly under the general accounting office, but the
freight accounting is taken care of by the freight
auditor in the general freight agent's office and under
his direction.

The system of accounting is built around the use of
unit system single waybills, made in five copies at one
writing on a billing machine, distributed as follows:
Copy No. 1 is used for making forwarded reports, and
is sent to the auditor; copy No. 2 is the freight receipt
and accompanies the goods; copy No. 3 is the freight
bill for collection; copy No. 4 is the waybill and is for-
warded to the reporting station under cover, from
which the received report is made, and copy No. 5 is
the forwarding office copy, filed in numerical order.
Daily reports are forwarded to the auditor and a balance
is made monthly.

Reports for the whole line are made only at desig-
nated stations, which are the larger points, seven in
number. The waybill shows the point on which a ship-
ment is to be billed for reporting, also the point of
actual destination, the latter point being the destination
of the goods to which the rate is shown.

The billing point is determined through the use of

First Floor Plan

Second Floor Plan

BUILDING UP A FREIGHT BUSINESS — PLANS OF HEAD HOUSE OF FREIGHT TERMINAL IN PORTLAND, ME., C C. P & L. CO.

March 11, 1916]

ELECTRIC RAILWAY JOURNAL

489

the next reporting station beyond the actual destina-
tion of goods. The practice does away with the delay
and errors experienced in securing reports from agents,
who in smaller towns cannot devote all of their time to
the freight business, having other work to do. It also
permits the company to maintain agencies at a small
expense, which could not be done if numerous reports
were required from the man in charge of the station.

New Facilities for Handling Freight

As the business has developed the need for stations,
sidings and cars became pressing and, as the "child
seemed worthy of its keep," the company dealt gener-
ously with the freight department. The car equipment
and other facilities have been greatly increased, in-
cluding the building of new freight houses in Lewiston,
Augusta, Gardiner and Portland.

At Lewiston a frame freight shed, 80 ft. x 20 ft. in
size, was completed in June, 1915. Within sixty days
negotiations had to be opened for the purchase of addi-
tional land. At the present time there are two freight
houses in Lewiston, the second one being 100 ft. x 20
ft., with a yard 75 ft. wide and 300 ft. deep. At the
rear three yard tracks, each approximately 100 ft. long,
are used for delivery of carload freight. Confusion
incident to the use of one shed for inward and outward
freight is avoided by designating one house to receive
freight to be forwarded and the other for freight on
hand to be called for.

At Portland the business was handled in a shed 110
ft. x 35 ft., having the track inside the building. This
allowed a floor space of 90 ft. x 24 ft., with a 90-ft. x
6-ft. platform on the team side. This building was
erected a number of years ago by the street railway
and used until recently by an express company. After
six months of use as a freight house the congestion
became such that the company was compelled to figure
on larger quarters.

As the old building was remote from the wholesale
district and on a steep grade, it was deemed advisable
to secure a location which would eliminate a long, diffi-
cult haul. A lot, 69 ft. x 269 ft. in dimensions, was
therefore selected on Commercial Street, running
through to Fore Street. A wider lot would have been
acceptable, but owing to the congestion of business
houses and wharves, difficulty was experienced in secur-
ing even the allotment mentioned.

The New Freight House in Portland

The new freight house is of brick, 25 ft. wide and
170 ft. long, including platforms. The plans are repro-
duced herewith. The head house is two stories in
height, the general freight agent, auditor and agent
having offices on the second floor. Two small billing
offices, a supply closet and a hall are located downstairs.

BUILDING UP A FREIGHT BUSINESS — FIRST FREIGHT SHED IN
LEWISTON, ME., L. A. & W. ST. RY., BUILT JUNE, 1915

BUILDING UP A FREIGHT BUSINESS — UTILIZING A LOADED
EXPRESS CAR FOR ADVERTISING PURPOSES

One billing office has a window opening into the freight
shed, delivery bills being issued through this window
to customers calling for freight.

The offices are sheathed and plastered, and fitted with
a semi-indirect electric lighting system, doing away
with the necessity for desk lamps. A lavatory is lo-
cated on each floor, and heat is furnished from a steam
plant located in a small cellar under the front of the
building. The agent's office overlooks the yard, en-
abling him, from his desk, to see teams loading or
unloading freight.

The track comes in from a siding on the street, and
runs along one side of the building, extending about
50 ft. beyond the rear platform. The siding in the
street is used only by freight cars, thus permitting any
shifting or placing for loading that may be desired.
On account of the extensive use of "low gear," under-
slung wagons the height of the team side of the receiv-
ing platform was made to vary from 18 in. to 47 in. by
suitably grading the yard. As the filling for the yard
was placed in freezing weather, it was covered with
3-in. planking to avoid difficulty when the frost leaves
the ground. This planking is to be removed next sum-
mer and replaced by granite block paving.

The freight-shed floor is double, of Vfe-in. spruce laid
on 3-in. planking. The use of thin upper surface boards
permits renewal without excessive cost when the floor
becomes rough. All of the freight-house doors are of
the sliding type, wooden construction, covered on the
outside and the edges with heavy tin. The new shed
was opened on Feb. 21, 1916, and is answering its pur-
pose admirably.

Developing New Business

While the country served by this railway system is
productive at the present time, the possibilities for an
increase are large. A canvass of the outlying farms
was recently made, and a card index of the information

BUILDING UP A FREIGHT BUSINESS — FREIGHT HOUSE IN
AUGUSTA, ME., L. A. & W. ST. RY.

490

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 11

secured was prepared, showing in detail the informa-
tion in regard to the size and products of each farm.
The purpose of this survey was not alone to impress
upon the farmers the shipping facilities of the railways,
but also to secure general information which may be
used by the company to formulate a plan for increasing
productiveness by providing storage for large quanti-
ties of products until the market requires them. It was
hoped also to assist in establishing a "farmers' ex-
change" at some large distributing point.

The canvass was made by a company employee during
the early winter. He was furnished with a horse and
buggy, and he put up at night with the farmers in the
locality where he happened to be. A personal interview
with each farmer was sought for the purpose of enlight-
ening him as to the company's intentions and the means
and facilities offered, making it clear that the company
planned to do all in its power to aid the farmer.

The card index, with an accompanying map, shows
the location of each farm, the name of the owner, his
acreage, crops and stock, the length of his hauls to the
electric road and to the steam railroad, his attitude
toward the electric road, and his suggestions or criti-
cisms regarding the plans outlined by the agent.

This work has proved to be valuable to the company
for purposes of record, and has further resulted in the
building of small shelters and platforms at country
crossroads. It has established also the necessity for
building lumber loading wharves in order to prevent
the hauling of lumber several miles across our line to
the steam railroad. In addition, land has been pur-
chased at reasonable figures to which lumber may be
hauled and stored while sledding is good, remaining
there until a market is secured. This feature assured
the electric road the haul when the shipment is made,
and stimulated business by reason of the fact that sales
are made locally instead of goods being sent out of
the State.

"Getting Next" to the Farmers

To further interest the farmers a special car was sent
over the line at an appointed time and all were invited
to visit it. The general manager, general superintend-
ent, general freight agent, assistant general freight
agent and other employees accompanied the car and a
general discussion and talk was given at each stopping
point.

This "get-together" gave the farmers assurance di-
rectly from the road officials that the company was in-
terested in their welfare and made clear to them the
plans by which their interests were to be furthered.
They were promised a reduction in the charge for haul-
ing steam railroad cars, the handling of fertilizers and
grains at low rates, the building of platforms and shel-
ters where needed, a storage shed at one point for hay,
lumber wharves, etc. The company also, as an experi-
ment, promised to build a potato storage shed of 15,000
bushels capacity. The purpose of this shed is to stim-
ulate the interest in potato raising, as the use of such
a shed permits the farmer to hold his crops during cold
weather until higher prices can be secured. Without
this shed production is discouraged, as the crops must
be moved and sold at the approach of freezing weather
regardless of prices which the potatoes will bring. It
is the intention of the company to build a small shed to
start and, if the results are favorable, extensions will
be made later.

A study of conditions revealed the fact that the soil
and climate between Lewiston and Waterville are at
least as favorable for the raising of potatoes as those of
the Aroostook County district, located farther north in
the State. Production in that country is heavy and has

come about through having a "hand at the wheel," and
the proper concentrated effort. It is felt that this com-
pany's modest start may be the means of injecting new
life into the territory along its lines, and lead event-
ually to the development of a second potato raising
section of importance in the State of Maine.

A Profitable Coal-Handling Proposition

The pursuit of new business by the department is not
altogether along the line of agricultural products, as a
new venture was added in the fall of 1915 in contract-
ing for the hauling of 2500 tons of coal per year to a
textile mill. This mill is several miles from a railroad
so that the securing of fuel entailed excessive drayage
charges. The mill officials agreed to the placing of a
siding in their yard for the delivery of coal, if any sav-
ing could be offered as an inducement. Inability to
make physical connection with the steam railroad neces-
sitated the formulating of plans for the handling of the
coal in the electric railway company's own cars, and the
securing of the coal at tide water. The resulting
arrangement involved the leasing of a dock, the placing
of a spur track and the building of an elevated runway
over which the coal could be wheeled and dumped when
taken from the vessel. The coal is shipped to the mill
trestle as needed. Loading from the pile is accom-
plished by means of an electric, endless-chain, bucket
machine, which elevates the coal and drops it into gon-
dola cars below. This venture has been successfully
carried through and the possibilities of handling coal
on a still larger scale are receiving attention.

General Considerations in Electric Freight
Handling

As the facilities and equipment for handling freight
improve the. field of operation broadens, and the trans-
portation of heavy carload material becomes a regular
part of the work together with the smaller high-class
freight. The elasticity and rapid movement create a
demand on the part of the shippers for a means to ship
through freight via electric to steam railroads or boat
connections, allowing them to take orders up to the last
minute and still have goods in the market on time.

The people are told by this company that the service
to their towns will be what they make it. In other
words, we can give towns two or more deliveries a day
if they will support them, and it takes less business to
support this service than to support equal service fur-
nished by the steam railroad. This is true because the
cost of operation of an additional car does not compare
with that of an additional steam freight train. It is also
a simple matter to vary schedules to suit the require-
ments at various points, and the ability to do this gives
those concerned the elasticity of service desired.

Another feature of the electric freight service that
appeals to the public lies in the fact that the organiza-
tion, being a local affair, is able to give satisfaction
without the complainant being sent here and there to
different officials, being finally referred to some office
located miles away. In such a case, on account of the
expense and time involved, the matter must be taken up
by correspondence, oftentimes without result through
the peculiar ability of the complaint department to tire
out the ordinary complainant.

In our case here in Maine it is safe to say that the
short period of operation has given time for but a small
portion of the possible development. The freight near-
est and easiest of access has been our mainstay; but we
feel that the limit of the prospect is still far removed,
and that the future is laden with possibilities for
heavier tonnage and increased earnings.

March 11, 1916]

ELECTRIC RAILWAY JOURNAL

491

Relieving the Investor's Uncertainty

Terms for Employment of Private Capital in Public Service Should Be Denned — Author
Discusses Automatic Control Through Fixing of Valuation and Rate of
Return — Flexibility and Elasticity of Return — Single Valuation
Basis Will Give Substantial Justice
By JOHN BAUER

Assistant Professor of Economics Cornell University, and Statistician Public Service Commission, First District, New York

INVESTMENT conditions in railroad and other
public utilities are in a chaotic state. This fact ap-
peared clearly in the papers and discussion at the recent
mid-year meeting of the American Electric Railway
Association in Chicago [Electric Railway Journal,
Feb. 5] as well as at the Conference on Valuation held
in Philadelphia on Nov. 10-13, 1915, under the auspices
of the Utilities Bureau [ibid., Nov. 13 and 20, 1915.]
At present investors do not know where they stand.
Their rights are undefined; the burdens and restrictions
placed upon the companies seem to be constantly in-
creasing; investors are hesitating to furnish new cap-
ital for the public service. Construction and improve-
ments have fallen off greatly in recent years, which
undoubtedly has been caused to a considerable extent
by the unclear methods of regulating rates and limiting
the return on investments.

Difference Between Theory and Practice in Rate
Regulation

In theory rate-making is a legislative function, which
is especially delegated to a commission. Usually noth-
ing is said in the law as to the control of return on
investment. The rates fixed by the commission must
be reasonable, and the principal test of reasonableness
is that they must be high enough to cover operating
expenses and bring a fair return on the property de-
voted to the public service. A lower schedule would be
viewed by the courts as confiscatory and therefore
unconstitutional.

The theory of the law sounds reasonable enough.
The difficulty is that the theory has not been worked
out in sufficient detail so as to form a clear and definite
policy capable of exact and practical administration.
It does not make clear what the valuation is upon which
a return should be allowed; it does not fix an adequate
standard by which a reasonable return may be deter-
mined, and particularly it provides no administrative
machinery for the regular control of these matters.
Every case must be considered by itself; a separate
valuation must be made and a rate of return established.
The investor's interest, therefore, appears directly an-
tagonistic to the public or the consumers. Each step in
the case furnishes ground for dispute; the company
urges every possible claim for value and return, while
the representatives of the public work for the lowest
possible reduction of the figures. The hearings extend
into months or years; huge volumes of more or less
useless evidence are accumulated ; finally the decision is
a rough compromise, accomplishing little toward per-
manent determination of principle or method.

Three Ways of Straightening Tangle

Something, it seems, should be done to straighten out
the present tangle. We cannot continue indefinitely
with such uncertain and cumbersome methods. The in-
terest of the public, as well as that of the investors,
demands that the confusion be cleared up. Construc-

tion and improvements have already been interfered
with too much. There are three conceivable ways out
of the present situation: (1) Give up the regulation of
rates and return altogether, except for the prevention
of gross discrimination; (2) turn to public ownership
and operation, or (3) define the terms under which
private capital is employed in the public service, i.e.,
make clear the rules by which the control of return on
investment is to be determined.

The first is really not a possible way. While it would
undoubtedly be preferred by the corporations, so that
they would be free to fix rates according to what the
traffic would bear and make all the profits that they
could, the public would not stand for such a step back-
ward. Public utilities are recognized monopolies; com-
petition is wasteful and foolish and is practically im-
possible to maintain. Monopoly is inevitable, but the
public will scarcely be willing to offer itself up freely
to exploitation.

The second way, government ownership and manage-
ment, has been extensively discussed and is bound to be
considered with increasing seriousness in the future.
Many experiments have been tried; some have been
very successful, but it is difficult to give a fair verdict
as to the general results. Conditions in this country,
however, do not appear especially favorable to a suc-
cessful extensive trial of public ownership. It seems to
be opposed to the mass of opinion and is unsuited to
our political and administrative organization. While
it may not be inherently unworkable, and it may very
well be the method of operation that will finally become
effective, it will require extensive and thoroughgoing
reconstruction of public administration. It will necessi-
tate a centralization of authority, and a continuity and
permanence of position, which as yet we seem to con-
sider inconsistent with democratic government.

The third way offers the only practical immediate
solution of the unsatisfactory situation — namely, to
define the terms under which private investment is made
for public purposes. This would be in harmony with
the general theory that has been applied to public utili-
ties, i.e., private ownership and public control, except
that the investors' rights would be clearly determined.

Need of a Definite Policy

In a sense, private utility investments are loans which
are entitled to a return from the public. The difficulty
is that when a loan ha"s been made and the money has
been irrevocably sunk in property, both the amount of
the loan and the rate of return become indefinite quan-
tities. While both the amount and the rate must be
reasonable, they are not fixed in a business way, con-
trolled by the usual methods of accounting, but are
finally determined by the judgment of a commission.
Suppose the government attempted to borrow money
outright in this fashion, how many investors would
trust their funds to such haphazard dealings? Could
business men borrow capital under such loose terms?

492

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 11

Does it not seem surprising that any new capital is put
into utility enterprises?

A definite policy should be enacted through legisla-
tion, clearly setting forth the rights of investors, creat-
ing stability in the utility enterprises and establishing
regulation along sensible and permanent lines. If such
policy were reasonably worked out, it would undoubtedly
stand the test of constitutionality. All the present ma-
chinery of regulation is really a by-product of rate
regulation. But if we wish to control the return on
investment, why not do so directly, providing a clear
plan and furnishing the administrative machinery for
the purpose?

Fixing the Return on Future Investments

If we intend to limit the return on investment, it
seems that the amount of the investment and the rate of
return should be definitely fixed, so that control would
be simply a matter of accounting, carried on automat-
ically, not involving formal proceedings before a com-
mission. The following paragraphs will outline a plan
by which control could be thus automatically deter-
mined. In the discussion of the plan it will be necessary
to distinguish between existing and future investments.
In regard to the latter, definite control can be obtained
without much difficulty. The investment entitled to a
return would reasonably be the amount of money or
fair equivalent actually put into the property through
the issue of securities, and the fair rate of return would
be the rate that actually induced investors to furnish
the capital.

If in any case funds are raised through the issue of
bonds, the procedure would be no different than it is
now. The mortgage definitely fixes the rate of inter-
est paid on the face value. If when the bonds are
actually issued, the rate of return required by investors
is greater than the rate fixed by the mortgage on the
par value, the bonds would sell below par, and the other
way about, they would sell above par. In any event the
purchaser, or the lender to the utility, would get on the
money actually provided the market rate of return —
the rate which induced him to make the loan. This
would then be a settled matter, determined on a con-
tractual basis, not subject to change.

But if funds are raised through the issuance of
capital stock, substantial changes would have to be
made from present methods. Stocks would have to be
treated in the same way as bonds — the rate of return
would have to be definitely fixed on the par value, and
then the price of the actual issue would be determined
by market conditions. The difference between bonds
and stocks would simply be a matter of risk. The in-
terest on the bonds would constitute a preferred claim
on the income of the company as a whole. Consequently
the rate of return required on investment through stocks
would be higher than for bonds. If the dividend rate
is definitely fixed, then again when stock is issued, if
the rate of return demanded by investors is greater
than the rate on the par value, the amount paid will
be less than par, and the other way about, more than
par. Legal provision would have to be made for the
issuance of stock below par. The*return would be based
on the actual investment, and the rate would be deter-
mined by agreement. What other method would be
reasonable?

The idea carried throughout the following discussion
is that the return allowed should be as stated in the
stock and bond certificates, and no more ; that securities
should be issued by the order or consent of a commis-
sion; that the price or rate for service should be freely
fixed so as to give full opportunity to earn the return,
but that the responsibility of earning it should rest upon

the business, and that any excess profits above the
stipulated return should go to the public in the form of
a franchise tax. The question, however, may well be
raised whether in the case of stocks it would not be
desirable to permit a return above the rate fixed on
the certificates, so as to stimulate efficiency of manage-
ment. If this should seem' desirable, a bonus or profit-
sharing scheme might be devised and made a part of
the general policy. But the details should be definitely
worked out, so that the rights of the stockholders would
be clearly stated and the matter handled through the
accounts.

Return Would Be Flexible to Meet Changing
Conditions

There are various technical points in the scheme
which would have to be clearly settled, but which can-
not be discussed within the limits of this paper. Per-
haps it should be emphasized, however, that while the
rate of return would be fixed, it would still be flexible to
meet the changing market conditions as securities are
issued and new capital is required. For illustration, let
us assume that the dividend rate be fixed at 7 per cent ;
then the elastic element would be the price paid for $100
par value of the stock. If at the time a particular issue
is made the market rate of return should be 8 per cent,
then the actual investment for every $100 par value
would be $87.50; a dividend of $7 a year would be 8
per cent on this amount. If, however, the market rate
should be 6 per cent, the actual investment per $100
par value of the stock would be $116.66, and the divi-
dend of $7 a year would furnish a 6 per cent return.
Thus, while the rate would be fixed by contract as stated
in the stock or bond certificate, the actual rate realized
by investors and paid by the public would be determined
by the market conditions at the time the securities were
issued. It would be a matter of agreement, which
would be a definite obligation upon the public and would
state clearly the rights of the security holders.

Guaranteeing the Return

The question would naturally be raised whether if
the return on investment is limited, the amount should
not be guaranteed. The answer is that the policy under
discussion is elastic enough to permit what seems best.
As here outlined, the idea is that the responsibility
should be placed upon the business to earn the return
stated on the bond or stock certificate. But we might
well guarantee the amount, supporting it by the taxing
power. If this seemed desirable, the risk of return
would be reduced to a minimum, and new capital could
be obtained at a correspondingly low rate. If no guar-
antee is given, but a free chance is granted for earning
the fixed return, the rate required by capital would be
determined accordingly. The important point is that
the conditions upon which capital is obtained be clearly
stated so that they can be understood by reasonably
intelligent men. If the conditions are clear, investors
may be left to take care of themselves. They may be
presumed to act intelligently.

Could Sufficient Capital for Development Be
Secured ?

Another important question is whether under the
proposed plan sufficient capital could be obtained for the
reasonably necessary utility developments. There seems
to be no particular reason why not. Even now the bulk
of utility investments is made through the issue of
bonds, on which, as far as the bondholders are con-
cerned, the return is limited in the way suggested.
The plan here is to place the limitation upon stock as
well as bonds. The method of financing new enterprises

March 11, 1916]

ELECTRIC RAILWAY JOURNAL

493

would be essentially the same as now, except that the
risk of the promoters and the obligations of the com-
munity would be clearly established. Simply the specu-
lative element as to public interference would be
removed.

Let us assume that J. G. White & Company or Stone
& Webster were to agree to the construction of a new
electric railway. The problem of promotion and finance
would be the same as now, except that they would know
that the dividend rate on the stock issued could not be
greater than the rate stated (say 8 per cent), but that
a free chance would be granted to earn that rate. The
amount of cash that the promoters or outside under-
writers would be willing to contribute for the par value
of the stock would depend upon the risk that seemed to
be involved in the project. If the risk corresponded
to a 10 per cent return, the stock would be issued for
$80 cash per $100 par value. The stockholders' rights
for the future would be fixed once for all. The commis-
sion could not, subsequently, when the business had
become firmly established, lower the rate of return
which originally represented the risk element. But
later, when the project had proved to be a success and
the risk had been greatly reduced, if new capital were
received for the extension of business, then additional
stocks would be issued at a correspondingly favorable
rate, say, 8 per cent. Then $100 par value of 8 per
cent stock would bring $100 cash. Still later, with fur-
ther reduction of risk, the 8 per cent stock might be
sold on a 6 per cent basis, $100 par value for $133.33
cash.

The investors taking new securities would always be
paid in proportion to the risk of the business at the
time of the issue. There would be a fixed bargain be-
tween them and the public. This agreement could not
be disturbed. If a community wishes a street railway
or any utility, or an improvement in service, it must be
willing to pay for capital in proportion to the risk con-
nected with the business. This is an economic fact
which cannot well be escaped. If this is clearly provided
for in the plan of regulation, capital will be forthcom-
ing according to the eagerness with which people want
service. The general scheme suggested, while provid-
ing definite control, is elastic enough to meet the vary-
ing risk in utility enterprises.

How Existing Properties Would Fare

There would probably be a fairly ready agreement,
among students of public utility finance, that the plan
outlined would work satisfactorily for new projects or
future investments. The real difficulties appear in ap-
plying the scheme to existing properties. Here the
situation is chaotic; every possible plan for straighten-
ing it out will encounter grave obstacles. The present
confusion, however, cannot well be permitted to stand
permanently in the way of progress. It should be met
squarely and intelligently, and reduced to order for the
future. More or less heroic measures will be necessary,
but they should nevertheless be taken so that we may
know where we stand and that utility developments may
continue according to public needs.

Reasonable adjustments should be definitely made for
all existing properties so as to permit exact regulation
for the future. The situation should be met by a
clearly formulated legislative policy. If reasonable, it
would probably be allowed to stand by the courts.
First, it should provide a definite method of valuation
that may be applied to all existing utilities. Then it
should require an official valuation of every property
that is subject to regulation. The results should be
taken upon the books of the company, and should be
.the amount upon which a return would be allowed in

the future. The valuation would be a permanent
amount, and the rate of return should be fixed. We
should then be on clear ground. For the future, any
additional investment would be treated as already ex-
plained. Regulation would then be an automatic and a
simple accounting matter.

To illustrate how existing investments might be
treated, we may assume a company with $400,000 of 5
per cent bonds outstanding and with $600,000 of capital
stock. Suppose that the official valuation amounts to
$700,000. This would be the sum upon which a return
would be allowed. If the rate be fixed at 6 per cent, the
net annual return would be $42,000. Of this amount
$20,000 would go to the bondholders, whose rights would
not be disturbed, and $22,000 would go to the stock-
holders. This would be equal to a fixed dividend rate
of 2 2/3 per cent. The existing stock might be given
preferential rights. Then for the future, all new stock
might be limited to 6 per cent — to correspond more
nearly to the probable market rate upon which new
issues would be made. All excess earnings above the
stipulated interest and dividend payments would go to
the public, unless a clear bonus or profit-sharing scheme
were provided.

Basis of Valuation Should Be Settled

The scheme as outlined would require that the legis-
lature determine definitely the basis of valuation by
which the amount of any existing investment should be
determined, as well as the rate of return that should be
allowed. This is a matter of public policy to be deter-
mined by the legislative branch of the government, not
by the courts. The latter could exercise veto power
only in case the policy established should be unreason-
able and should violate some constitutional provision.

It is not intended here to argue for any particular
basis of valuation, but to urge a clear formulation of
a rule which reasonably intelligent men can understand.
Whatever basis be selected, it ought to square with the
ideals of future regulation that we wish to establish,
and at the same time should conform fairly with our
sense of justice toward existing investors. It should
have regard for broad public considerations. The pur-
pose should not be to cut valuation to the lowest point
that might be permitted by the courts, or to place it
as high as the extreme patience of the public would
endure. What is needed is definite control in the future,
and no question of narrow personal justice should be
permitted to stand in the way of a reasonable rule.
Full consideration should be given to the inducements
that led investors to put their capital into the utilities,
and to their reasonable expectations under the indefinite
situation of the law.

The basis should be reasonably simple, so that it can
be readily understood and can be applied without hair-
splitting refinements. The minuteness of many phys-
ical appraisals that have been made would be simply
ridiculous, if it were not too serious a public matter.
Such procedure is inordinately expensive, clogs up the
machinery of regulation, and finally produces no more
reliable results than would be obtained by rougher
methods. Undoubtedly the present valuation of inter-
state railroads is being carried to absurd extremes. A
large proportion of the work will be useless. If the
results are finally to be used for the purpose of regula-
tion, with a clearly defined method, the valuation might
be made at a reasonable cost and probably with no less
fairness to the investors.

Care should be taken that the individual concepts or
bases of valuation be clearly distinguished. In the con-
troversy that has been carried on over the actual versus
the reproduction cost, usually there has been confusion

494

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 11

as to what precisely was meant by actual cost. There
are several actual cost concepts, and they are not sub-
stantially equivalent. The policy should be clear as to
the various controversial matters covering definitely
all intangible items, organization expenses, going value,
property installed at public expense, money or other
property contributed by the public, etc. No detail as
to principle should be left unclear so that its deter-
mination would be left to varying individual judgments
of the commissions or the courts. Even with principle
completely worked out, there would be plenty of room
for difference of opinion in the actual valuation, espe-
cially if some form of property appraisal be adopted as
the fundamental basis.

Single Method Will Give Substantial Justice

However liberal the basis of valuation selected might
be to existing investors, there would be some individual
hardships incurred through the application of a thor-
ough-going policy. After all, most of the companies
have not yet been subjected to regulation. For the most
part they have been free to charge such rates as the
traffic would bear, making all the profits that they could.
Obviously a reasonable basis of valuation would cause
loss to investors who had purchased their holdings at
prices determined by the unregulated earning power.
Such losses, however, cannot well be avoided, although
in some cases they may cause serious personal hard-
ships. The rules adopted should be fair, but clearly they
cannot protect all vested interests or claims.

The point to be emphasized, however, is that if we
wish to get out of the present muddle we must adopt a
single method and apply it to all cases. Otherwise, who
would say what rule should be adopted in a particular
case? How could a valuation of all properties be made?
If a single method is worked out along sensible lines,
substantial justice will be done, and more cannot be
expected, if we really wish to cut through our confusion.
If the method is in general reasonable, what the courts
have said in the past about value in rate cases would
not matter, for they could not interfere with a constitu-
tional legislative policy.

If we do not adopt a single rule, a general valuation
would become impossible because of administrative diffi-
culties. Each case would have to be argued on its own
special merits. The time required would overwhelm the
commissions, and the expense would be too great to
undertake. If a definite single method were adopted,
however, we should get along better with present rate
cases, even if a thoroughly systematic plan of regulation
were not undertaken. The administrative machinery
would not be choked up with the details of the procedure.

Adjusting the Return According to Stability

While a single rule of valuation should undoubtedly
be applied to all existing investments, probably some
elasticity should be provided in fixing the rate of return
permitting adjustment according to the stability of the
particular business. It would seem unreasonable to
apply the same rate, say, 7 per cent, to all cases, when
the risk varies greatly from one concern to another. In
one case 10 per cent might be earned easily, while in
another not even 5 per cent would be obtainable. The
rate allowed in any case might be what would have to
be paid for new capital. While this would be an in-
definite factor, it would be settled once for all, so that
the situation would be clear for the future. For sim-
plicity of administration, all properties might be
grouped into three or four classes, each class being
granted a fixed rate according to the general risk of
the class.

If the plan that has been outlined were adopted, many

more or less arbitrary adjustments would have to be
made as to existing investments in order to bring clear-
ness out of the present confusion. Yet for the future
we should know where we stand. If we do not define
the terms at which capital is provided, we shall probably
not get the funds that are reasonably necessary for
future utility developments. The present situation can-
not well continue. The alternative to the plan proposed
is outright public ownership and management. We are
probably not ready for that. The scheme outlined would
be fair to investors, would be elastic to meet the vary-
ing capital requirements and would provide definite and
automatic regulation of return. The commissions would
be freed from the time-consuming and irritating details
of the present rate cases, and could devote their energies
to co-operation with the companies in the improvement
of the service.

Return on Railway Investment

Boston Chamber of Commerce Urges Fair Return and
Provision for Depreciation on Electric
Railways

THE Boston (Mass.) Chamber of Commerce joint
committee on transit facilities and public utilities,
of which Edwin S. Webster of Stone & Webster is an
active signatory member, has issued a report on the
street railway situation within Massachusetts. The re-
port sets forth the necessity of a fair return to the in-
vestor and of adequate provision for depreciation. The
committee advances these views to assist the Public
Service Commission in its investigations of electric rail-
way economics and development, holding: (1) That it
is vitally essential in the interest of the public that suit-
able and adequate transportation service be provided at
a fair price — service commensurate with the legitimate
and increasing requirements of the community served;
(2) That the income of a transportation company must
be sufficient so that when it is economically, honestly
and efficiently managed it will be possible to set aside
proper reserves and pay a fair return on its properly
invested capital.

Fair Return on Properly Invested Capital

In order that a company should be able to pay a fair
return on its properly invested capital, the report states,
it should have sufficient income to pay all its operating
expenses, to set aside proper reserves, to pay the inter-
est on its bonds and other borrowed money, and to pay
a fair dividend to its stockholders — a dividend suffi-
ciently large and stable to attract new money to the
enterprise whenever the increasing demands of the com-
munity require additional facilities and therefore new
capital. The report of Mr. Webster and his associates
says that in any growing community a street railway
must always be adding to its power, tracks and equip-
ment in order to keep abreast of the legitimate demands
of the public; but if the road is not earning enough to
pay reasonable dividends on its stock, it is impossible
to raise the necessary capital by the sale of new stock,
because it is contrary to the policy of the State to allow
new issues to be sold for less than par, and if the mar-
ket price of the old stock is less than par, as it surely
will be with insufficient dividends, it will naturally be
impossible to sell new issues for higher prices than the
old ones are selling at in the open market. The only re-
maining method is to burden the road by raising the
necessary capital through the sale of bonds, but under
the Massachusetts laws these properly cannot be issued
to an amount greater than the par value of the stock
outstanding at the time, and when bonds to this amount

March 11, 1916]

ELECTRIC RAILWAY JOURNAL

495

have been issued and stock is unsalable, the resources
of the road for raising new capital are at an end.

This is exactly the situation, the report states, that
confronts some of the important transportation com-
panies in Massachusetts. The situation is very seri-
ous and calls for prompt and vigorous action if disas-
trous results to the communities affected are to be
avoided. The improvement of financial condition
through expense reduction or income increase, or by
both, is a problem that must be solved promptly by the
Public Service Commission.

Obsolescence

The report emphasizes the necessity for accumulat-
ing during the life of the property sufficient funds to
replace its parts when these are obliged to go out of
service. Regarding obsolescence and inadequacy, the
report says: "Obsolescence may be defined as a condi-
tion resulting from changes in the art whereby the
character of the service required is so altered or the
efficiency of apparatus providing corresponding service
is so improved that, although still physically capable of
doing the work for which it was designed, it is no
longer able to provide economically the service required.
When this condition arises, it is for the interest of
the public that the obsolete equipment be replaced with
up-to-date equipment, and it is for this purpose that
we require a reserve for obsolescence.

"That this is a real and not an imaginary contingency
is shown by the tremendous changes that are to-day
taking place in the methods of generating power. For
example, first-class reciprocating engines in condition to
operate for many years to come are being replaced by
the modern steam turbine, not because the old engines
are worn out and not fit for service, but because they
are obsolete or inadequate and uneconomical to operate
as compared with the modern steam turbine. These re-
newals cannot appropriately be paid for from funds
charged to capital account, for that would have the ulti-
mate effect of piling up additional capital with only the
original plant and equipment to show for it. In fact,
the final result would be the same as if stock-watering
had been practised in the beginning.

"Some of the leading English railway systems are an
example of the evils resulting from this practice. For
many years they paid for renewals by issuing new se-
curities, with the result that in spite of cheaper labor
their freight rates are much higher than in this country,
and even with the high rates they are unable to pay rea-
sonable return on the investments. Thus it will be
seen that they suffer a double injury — the stockholders
now get no proper return and the public is forced to pay
higher rates for the service. Your committee believes
that it is essentially for the good of the public service
of the street railways of Massachusetts and equally good
for the railways themselves, that the State, either by
law or by a regulation of the Public Service Commission,
should without delay require all of these companies to
set aside proper reserves for depreciation, including ob-
solescence and inadequacy."

Return to the Investor

The report concludes with the statement that it is not
sufficient that the return on the investment should barely
equal a legal rate of interest and thus perhaps escape
the constitutional limitations against confiscation, for
while capital already invested cannot escape, new capi-
tal will not seek investment under such conditions. No
intelligent investor will subject his property to the risks
of a business for a compensation no greater than that
which can be obtained by an investment free of risk.
The language of the commission in the Middlesex & Bos-

ton case emphasizing the necessity for the protection
of honest investments in public utilities is cited in con-
clusion. Henry Howard is chairman of the joint com-
mittee.

330000 BOO

Economics of Rush-Hour Service

Expert Evidence in Hearing on Bay State Conditions
Dispels Common Opinion that Peak-Load
Traffic Is a Bonanza

AT a recent continued fare increase hearing be-
fore the Massachusetts Public Service Commission,
the Bay State Street Railway presented important evi-
dence relative to the high cost of rush-hour service in
order to offset the popular view that peak-load traffic is
extremely profitable. Prof. Albert S. Richey of the
Worcester (Mass.) Polytechnic Institute, superin-
tendent of transportation for the company, stated that
according to popular opinion rush-hour service is per-
formed by a street railway at a less cost than the or-
dinary business,
or at a lower
cost than the
average expense
of handling the
service, but that
any increase in
the volume of
business can
really decrease
the cost of pro-
d u c t i o n only
when the in-
crease is dis-
tributed so as
to make possible
a more efficient
use of the ex-
isting equip-
ment. Whenever
that increase is
concentrated so
as to require
more equip-
ment, the cost
o f production
per unit of serv-
ice is increased,
and hence the
cost of peak-load
service is great-
er than that of
normal service.

A rate sched-
ule, to be equi-
table to all con-
sumers of a

public utility should make consumers who need and cre-
ate the peak-load service pay a price which will be com-
mensurate with the extra cost of the service which they
are receiving. This principle is generally appreciated
in the making of electric lighting and power rates, but
it is rarely recognized in rate-making for street rail-
ways. If it is not possible for a street railway to charge
a higher rate during the rush hours, it seems reasonable
that the company be allowed to charge at least the same
rate of fare as during the non-rush period rather than
be required to suffer decreases through workingman's
tickets, etc.

Professor Richey presented the accompanying chart
of the present operation of the Bay State Street Rail-
way car service, showing the number of cars in winter

I

I

ars

even

'arcs

I

d

1

l

1

k

Ji

ri

i

I

J"

i

J

t

CHART SHOWING NUMBER OF CARS IN
WINTER SERVICE AND REVENUE FARES
FOR BAY STATE STREET RAILWAY

496

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 11

service over the entire system at each half-hour period
for twenty-four hours on a week-day schedule. The
winter service is in operation two-thirds of the year.
The figures are for the number of cars regularly oper-
ated daily, which varies little from the records of the
last few winters. Extra cars are not included. The
chart also shows the number of revenue fares collected
over the system by hours, the latter being based on the
average of three normal days' operation in October.
These three days average within 0.5 per cent of the av-
erage daily revenue fares collected throughout the fiscal
year 1915.

To determine the additional cost of rush-hour serv-
ice, Professor Richey stated that it was first sought to
ascertain the cost of operation per car-hour of the cars
in operation at different times of the day, later reducing
that to the cost per passenger. There is a certain pro-
portion of the investment which would be necessary
whether the cars ran with an absolutely even number
throughout the entire twenty-four hours, and another
portion which is dependent upon the maximum number
of cars in operation. Thus, the investment in track and
roadway is necessary without regard to the concentra-
tion of service, and so with trolley wire. Proportional
to the maximum amount of service, however, are the in-
vestment in rolling stock, the capital represented by part
of the power station investment, the investment in
feeders and a portion of the operating expense. The
minimum pay of platform men, who are compensated for
six hours' time, makes up from 22 per cent to 25 per
cent of the total revenue, but it is not possible to use all
these men during the entire six hours daily. Moreover,
signal operation is dependent upon the maximum num-
ber of cars required, for many lines will be signaled
purely on account of their rush-hour traffic, and a good
deal of the telephone expense is properly chargeable to
such traffic. Much of the accounting is also properly
chargeable in this way, e.g., the conductor's day card,
which requires just as much paper and practically as
much time in the auditing department for the car that
is on the street one hour per day as for the car in serv-
ice the whole day.

About $1,300,000 or 30 per cent of the permanent in-
vestment in electric line construction, Professor Richey
felt, is chargeable to rush-hour requirements. The cost
of cars and other railway equipment wholly dependent
on the maximum service is about $9,250,000, divided $5,-
250,000 for cars and $4,000,000 for electrical equipment
of cars. The cost of power substation buildings and
equipment is not wholly proportional to the maximum
number of cars operated, because it is possible to draw
on the stations' peak-load capacity during rush hours, so
that only 75 per cent or about $5,000,000 of this item
is chargeable to rush-hour traffic. Then the proportion-
ate amount of engineering, superintendence, interest,
etc., during construction amounts to $80,000, making a
total cost of $15,800,000 dependent on the maximum
number of cars operated. This amount represents about
35 per cent of the total permanent investment of the
company.

In the fiscal year 1915 the company's fixed charges
were about $1,350,000 for interest and rentals and
$650,000 for taxes. Professor Richey stated that about
$1,170,000 represents the additional yearly cost of rush-
hour service, allowing $470,000 for increased operating
expense and taking 35 per cent of the total fixed charges
of about $2,000,000. The maximum number of cars
ready for operation is 1774, composed of 196 semi-con-
vertible cars, 1002 open cars and 576 closed cars equipped
for summer service. On some summer days practically
all of this equipment is on the streets.

As $1,170,000 is the cost dependent upon the number

of cars operated, the cost per car is $658 per year. The
total operating costs and fixed charges independent of
rush-hour service are $7,386,000, and the total car-hours
are about 3,615,000, thus giving an expense of $2.04 per
car-hour applicable to any and all cars whenever they
are run. The expense of operation per car then totals
$2.04 plus $658 divided by the number of car-hours the
unit is annually in service.

On the assumption that a car could operate 365 days
per year and eighteen hours daily, the cost of operation
per car-hour would then be $2.14. The closed winter
car, which is replaced in summer and operates 220 days
per year, would have a car-hour cost of $2.21. The all-
day summer car, which operates eighteen hours a day
but runs only 120 days per year, would cost $2.34 per
car-hour. The summer rush-hour car operated three
hours a day for 120 days would cost $3.91 per car-hour.
On the basis of the winter schedule, the closed winter
car in service 240 days a year and run one hour daily
would cost $4.78 per car-hour. For two hours a day, it
would cost $3.41 per car-hour; for three hours, $2.95
per car-hour, and for four hours, $2.70 per car-hour.

During the time that the one-hour cars are on the
street in the rush hour, the average number of revenue
passengers per car-hour is 71.4. During the time the
two-hour cars, including the power, are in rush-hour
service, the number of revenue fares per car is 63.9,
while for three hours in service the average number of
revenue fares is 62.8. The number decreases gradually
down to the four cars in service twenty-four hours
daily, when the revenue fares per car-hour are about
forty-three. The average number of passengers per
car-hour for Oct. 18, 19 and 21, the three typical days,
was fifty, and the figure is the same for the entire year.
Cars on the street eighteen hours a day average 49.3
revenue fares per car-hour.

Professor Richey explained that the differences in
the cost of operation per passenger between cars run
varying hours per day are obtained by dividing the cost
of operation by the revenue fares per car for the same
length of time. Thus, $4.78 per car-hour divided by
71.4, the average number of revenue fares, gives 6.7
cents as the average cost per revenue-fare passenger
carried in cars on the street only one hour daily and 240
days a year. For cars on the street two hours daily and
240 days per year, the cost would be 5.34 cents, and for
cars on the street three hours daily, 4.7 cents. The
cost for an eighteen-hour car is 4.44 cents. ' The lower
costs occur between ten and eighteen hours per day,
the cost increasing with the twenty-four hour car to
4.91 cents.

The Bay State Street Railway has only nineteen or
twenty cars producing revenue for only one hour, sixty-
four in service two hours, seventy in use three hours,
forty-five in use four hours, forty-one in use five
hours, thirty-two in use six hours, and less than ten in
use in all hours up to thirteen. Sixteen cars operate
thirteen hours a day, eighty-four cars operate seventeen
hours, 162 cars operate nineteen hours, and 108 cars
run eighteen hours daily. Forty-two run twenty hours,
four run twenty-two hours and one runs twenty-three
hours.

Commissioner Eastman inquired whether a line hav-
ing a flat fare without workingman's tickets would not
be wise to make a fare reduction if it were sure of 20
per cent more business with a 20 per cent fare reduc-
tion. Professor Richey said that if there were room in
the cars to take care of the additional business without
additional equipment, it would be desirable to obtain it.
He pointed out that it is good policy to increase busi-
ness as long as it can be handled with existing equip-
ment, but that as soon as additional investment is neces-

March 11, 1916]

ELECTRIC RAILWAY JOURNAL

497

sary, one must watch closely to see that the fixed charges
are not eating up all the profit and more.

Professor Richey said that the general purpose of his
estimate was to show that the cost of service per pas-
senger was at least as great during the rush hours as
during the non-rush period. Because of this the work-
ingman's ticket should be abolished, but the estimate
was not intended to urge the commission to increase the
rush-hour fare above the normal-hour fare. The wit-
ness added that on account of overlapping peaks it is
difficult to arrange economical power production in com-
bined railway and lighting systems. It would be econ-
omy for a street railway to sell its surplus power during
the off-peak period, but even here there is likely to be
a considerable overlap on account of the withdrawal
time required in taking the cars back to the carhouses,
after the factory workers have been delivered at their
places of employment. The peak overlaps the industrial
load in both morning and afternoon.

Jitney Situation on the Pacific Coast

First Anniversary of the Movement Finds the Business
Declining, with Still More Stringent
Regulation in Sight

THE first anniversary of the advent of the jitney bus
in Pacific Coast cities finds the innovation still
alive, but in most cities the number of machines is now
decreasing and the tendency is decidedly toward stricter
regulation. During the first year of jitney operation
the novelty of the new mode of traveling has been a
factor in securing patronage and popular approval, and
the latter has retarded progress toward the regulation
which seems certain to be imposed ultimately. But as
the novelty wears off and the service becomes less and
less efficient there is a noticeably increasing demand for
more stringent regulatory measures.

Southern California
In Los Angeles the latest move has been the decision
to turn over the supervision of jitneys to the Board of
Public Utilities, which body, pursuant to the recently
adopted policy of improving Los Angeles traffic condi-
tions, promises to see that jitney buses are operated
on a safer basis and according to rules that will tend to
produce the minimum of traffic congestion. A recent
development in this quarter was the decision of Police
Judge Crawford of Los Angeles that drivers of inter-
urban buses are subjected to the regulation of each city
traversed while within the limits of that municipality.
This means that those buses, for example, which now run
to San Bernardino and pass through Pomona, Ontario
and other outlying municipalities, will have to carry
separate bonds in each of the cities that has a regula-
tory ordinance. Jitney bus operators insist that this
amounts to confiscation of their rights. A complete
review of the jitney situation in Los Angeles appeared
in the Sept. 18 issue of the Electric Railway Journal.
Since that time the changes have been slight, except for
those above noted. On Jan. 1, 1916, there were operat-
ing within city limits about 350 jitneys, which is about
one-third of the number that contested for business last
year when the fad was at its height.

In San Diego the ordinance which, in effect, pre-
vented further operations of jitneys on certain main
streets has brought about a new phase in the situation.
It is reported that practically all the operators who
formerly ran jitneys have applied for auto-for-hire
licenses. One company announces it will place in opera-
tion about twenty-five machines which will not follow
any prescribed route and which will charge a 15-cent
fare. If a passenger rides but a short distance there
may be handed back to him, at the discretion of the

conductor, a coupon good for one or two more rides.
In this way it will be possible to ride as many as three
times for the 15-cent fare. The scheme is designed to
evade the provisions of the jitney ordinance at the same
time that popular prices are maintained.

San Francisco Bay District

In the San Francisco Bay district the jitneys fattened
on the unusually heavy traffic during the exposition
period. Recent agitation in Oakland drove a considera-
ble number of machines from that city into the San
Francisco field, so that since the close of the exposition
the number of jitneys in San Francisco has actually
increased. However, a careful count made by the
United Railroads shows that they are now making
shorter trips, are covering a greater mileage and are
earning less per mile than when the count was made
early in December. The count made on Jan. 11, cover-
ing the period from 6 a. m. until an hour past midnight,
showed the total number of jitney buses passing along
Market Street in both directions to be 17,705 with a
total of 35,019 passengers, or an average of 1.97 pas-
sengers per car. The total number of machines that
appeared in service during the day was 603, of which
358 were Fords. The mileage traveled was found to
be 62,536, for which the total revenue was $1,750.95, or
2.79 cents per car-mile. The earnings per car-mile were
3.32 cents in the December count, when 576 machines
were in operation.

In Oakland jitney interests have made a strenuous
fight against regulation, employing legal talent and at-
tempting by every means possible to prevent adverse
legislation. The final test came on Jan. 13, when an
ordinance to exclude jitneys altogether from the
business district of Oakland came up for final con-
sideration. The ordinance was approved by a ma-
jority of four to one. The efforts of the jitneys to evade
this law have been reported in the news columns of this
paper. According to counts of the number of machines
in operation in Oakland and Alameda made by the San
Francisco-Oakland Terminal Railways, the daily aver-
age was 270 in May, 219 in August and 319 in Novem-
ber. On Dec. 31, 346 machines were in operation. There
was a corresponding increase in the average number of
passengers carried daily by the jitneys from 17,857 in
August to 21,684 for November, while on Dec. 31 they
carried a total of 26,900 passengers. The Key Route
system has suffered a loss during the calendar year of
$350,000 which can be directly attributed to jitneys.
During the month of December the loss on this account,
company officials report, amounted to $1,200 per day.

The Pacific Northwest

In Seattle the development of the various stages of
the jitney movement have been very rapid so that it is
possible to study an almost complete cycle of the rise
and fall of the business since the first bus appeared in
that city early in January, 1914. Early in the summer
there were about 800 jitney buses in operation, and this
has decreased until the number now operating is about
350. The organization of a Seattle jitney drivers' asso-
ciation ended in a split, and the subsequent war between
the two factions resulted in the disbanding of both.
The passage of a bill by the State Legislature, requir-
ing bonds for the safety of passengers and other pro-
tective measures, caused several hundred operators to
quit the ranks immediately. At the present time the
jitney buses are no longer considered a menace to the
traction company in Seattle, because they simply reduce
the peak load of morning and evening traffic.

In Portland the situation is notable because of the
amount of legislation that has attended the jitney bus

498

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 11

agitation. The first jitney appeared there on Jan. 5,
and within two weeks the number had grown to fifty-
five. In June the number of jitneys operating was about
300, and this number, it is estimated, is still doing busi-
ness in Portland. The first regulatory ordinance was
passed on April 2, was repealed on May 12, and on
June 7 was succeeded by another ordinance. The latter
was declared void by the Supreme Court on July 27
because it was not passed by the City Council before
being voted upon by the people. Public sentiment was
shown to be in its favor, however, when the Council
passed a new measure on Sept. 3, practically the same
as the earlier one, which was at once approved. A
temporary restraining order was secured on Sept. 13,
but in answer to this a decision handed down by the
Oregon Supreme Court on Dec. 28 announced that the
city had a right to enact such a measure. This latest
decision was followed by the appointment of a jitney
inspector, who was to begin within twenty days the
enforcement of regulatory provisions. It is notable
that the gross and net earnings of the Portland Railway,
Light & Power Company for the last quarter of 1915
show a steady and substantial gain in each succeeding
month.

On Jan. 10 the city of Bakersfield, Cal., adopted strict
jitney bus regulations by a vote of two and one-half to
one. In many other small cities of California, Oregon
and Washington, jitney ordinances are being contem-
plated or have been passed very recently. These smaller
municipalities have waited to follow the lead of the
larger cities, and while the latter have been debating
the matter the smaller centers postponed action.

Depreciating Overhead Charges

Bion J. Arnold Presents Supplementary Note to San
Francisco Address of Last October — Has Also
Compiled Glossary of Terms

WHEN Bion J. Arnold, chairman Board of Su-
pervising Engineers, Chicago Traction, presented
his address on "The Foundation Principles of Valua-
tion" [Electric Railway Journal, Oct. 9 and 16, 1915.]
before the American Electric Railway Association on
Oct. 7, 1915, in San Francisco, a request was made by
Philip J. Kealy that Mr. Arnold elaborate the para-
graph in regard to overhead charges and the deprecia-
tion of such items. Consequently, Mr. Arnold has pre-
pared for the Proceedings of the Association a supple-
mental note, which appears in the bound Proceedings
just issued. The main points will here be noted.

According to Mr. Arnold, depreciable items in general
cover all items of cost which were incurred in produc-
ing the physical property and which, after a certain
period of use, must be reincurred. This principle should
apply to the depreciation of overhead charges in whole
or in part — i.e. to such items of overhead charges as
have to be reincurred in connection with the renewal of
the items of physical property, there should be applied
an appropriate depreciation. If this is not done, the
expense of operation will not include the total cost of
furnishing the service.

When there has been included in the original cost
certain items of expense that will not have to be rein-
curred and the renewal fund has been set up on the
basis of the estimated expenditures that will have to be
reincurred, there will exist in capital an amount ex-
ceeding the actual cost of the renewed property by the
amount of the expenditures that will not have to be re-
made. This may be considered as an intangible value
since the property as existing after the first reconstruc-
tion has not entailed this expenditure. The amount
may be retained in capital without injustice, since it is

assumed that if the property were reconstructed such
expenditures would again have to be made. On the
other hand, as a matter of policy, it may be desirable to
amortize this amount. In such case it would better be
done by a regular amortization charge and not by charg-
ing the amount to depreciation.

Amortization, says Mr. Arnold, may be used to retire
capital representing two classes of debt: (a) Super-
charges that wholly or for the most part automatically
disappear with the physical property associated there-
with and consequently have to be incurred again at each
replacement (e.g., a power station that becomes in-
adequate and is unlikely to be replaced in like kind or
in the same location, so that the original overhead
charges are likely to disappear and should therefore be
amortized) ; (b) supercharges which may not wholly
disappear with the physical property, but which may
be properly retired out of capital on the score of gen-
eral policy of keeping as much actual property as pos-
sible behind the capital at all times (e. g., carrying
charges, bond discount and brokerage, general con-
tractors' profits, costs of promotion, etc.). These items
thus naturally group themselves into two classes in
which the special treatment of depreciation in the ap-
praisal or the amortization thereafter may be regarded
as resulting from actual shrinkage or conservative
policy, or both.

Different treatment of overhead charges will prob-
ably depend upon whether renewals are made in a piece-
meal or bulk fashion. In the former case overhead
charges would presumably be absorbed out of income
(except as to betterments), as part of the work of the
regular operating organization. In the case of rehabili-
tation, however, much work would probably be done by
general contractors and separate charges would be en-
tered to cover the overhead. Such charges should be
absorbed out of a renewal fund, as they are already in
the capital account once. Unfortunately it is not un-
usual to find most of such rehabilitation costs added to
capital as "extraordinary replacements" when only the
betterment portions thereof should properly become a
capital charge.

Mr. Arnold mentions the mandatory provision of the
Chicago ordinances that a cumulative cash fund be
maintained out of gross receipts to provide for renewals
and depreciation, and that in renewing the "principal
part" of an item of property after the original re-
habilitation, only the betterment, if any, should be
added to the capital, i.e. "the excess amount that the
new property cost over the original cost of the property
displaced." The logical meaning of "property dis-
placed" is that property for the complete renewal of
which expenditures must be made of the same character
as originally. This would appear to cover all new over-
head charges. If the new work were done for less over-
head cost than the old, the difference would then re-
main in capital as intangible until amortized, but to
offset this its equivalent should also be in the renewal
fund. In the exact interpretation of "original cost"
and "property displaced," it would appear that the in-
tent of the Chicago ordinances was that the renewal
fund should renew as rapidly as necessary all worn-out
property with such overhead as would be attached
thereto, giving the renewal fund the benefit of econo-
mies arising out of the renewal work.

Mr. Arnold believes that in general the principal
criterion in classifying overhead into depreciable and
non-depreciable items is an economic one — so that pyra-
miding of capital will not take place upon renewals
from time to time. Whatever treatment results in con-
tinuously piling up intangible values in capital is eco-
nomically unsound, and amortization eventually becomes

March 11, 1916]

ELECTRIC RAILWAY JOURNAL

499

necessary. In some special valuation cases, Mr. Arnold
states, all overhead charges or intangibles, construction
and corporate, have been depreciated at the same rate
as the underlying physical property. In other cases,
certain items of overhead have been considered non-
depreciable. An analysis of each case must be made.

In addition to the foregoing amplification of his con-
vention remarks about depreciating overhead charges,
Mr. Arnold has compiled a brief glossary of terms as
used in connection with his address in San Francisco.
Besides definitions of "utility," "appraisement" and
"inventory," he presents the following:

Value: Tangible measure of monetary credit in the open
market (assuming fair buyer and willing seller), for prop-
erty or rights held, i.e., potential ability to command legal
tender in a sale or transfer free from coercive or misrepre-
sentative influences.

Physical Elements : Actual existent items of physical
property, represented by lands, buildings, plant, etc., in
various stages of useful life, as distinguished from all items
of value which are not susceptible of physical count or
measurement.

Quasi-Physical Elements : Other items associated with
the creation of a physical property for which legitimate ex-
penditures have been made but which are not susceptible of
physical count or measurement, such as organization, engi-
neering and legal expenses, carrying charges, brokerage
and contingent or incidental expenditures, all of which are
classed as supercharges or overhead percentage.

Intangible Values: Other items of value of a non-
physical nature which are not represented in the existent
property but reasonably constitute a definite part of the
assets of a corporate enterprise, such as contractual rights
(franchise value), expenses legitimately incurred in de-
velopment of plant or business, damages resulting from con-
demnation proceedings, etc.

Unit Prices: Cost or estimated value of commodities per
unit of measure applied to an inventory to attain the value
of all items entering into the construction of a property;
such values based on average market quotations, frequently
modified by experience or judgment of the appraiser for
the particular conditions under which the property is to be
appraised.

Appraised Value : The total sum or sums representing, in
the aggregate, the amount of money for which a corporate
property or business could be exchanged in the open market,
assuming a fair buyer and a willing seller and current (or
average) prices for commodities entering into the construc-
tion of such property.

Base or Contract Cost: Product of inventory quantities
and unit prices, i.e., total cost of material and labor, includ-
ing manufacturing and sub-contractors' profit, exclusive of
general overhead or supercharges.

Cost to Reproduce New or "Cost New" (as applied to the
physical property) : The sum of the contract costs (as
defined above) and appropriate supercharges or overhead,
i.e., the amount for which the physical property could be
reproduced (as of the date of the appraisement) including
all supp^mental expenditures incurred in the creation of
the property.

Depreciation : Cumulative loss or shrinkaee in value of
all elements of physical property occurring with the passage
of time due to wear, tear, action of elements, change in the
art, etc., which shrinkage in value is counteracted in a con-
tinuing property by normal maintenance and periodic re-
newals. Depreciation as thus defined is a physical fact as
distinguished from the particular method or methods that
may be employed in providing funds to replace the shrink-
age in value due to such depreciation.

Present Value (as applied to physical property) : Cost
to reproduce new less depreciation accrued upon all existing
depreciable elements of physical property, from the installa-
tion of all such elements up to the time of appraisement.

Amortization: The process of progressively retiring a
debt or evidence of liability through a given period by means
of consecutive or periodic payments, which process may
operate by direct cancellation of the principal in whole or in
part through partial payments or by accumulation in a fund
drawing: interest. This process may be applied as a means
of retiring from capital account, through a term of years,
such e^ments of value as will not be represented by physical
property and which will automatically disappear with time,
nr to such other portions of capital value as it may be
thought best to retire as a matter of policy.

Short Strike in Washington

Companies Continue Service with Loyal Employees
— Conference Now Adjusting Differences

ON Wednesday, March 1, formal demands calling for
changes in hours, working conditions and increase
in pay were made upon the Washington Railway & Elec-
tric Company and the Captial Traction Company, of
Washington, D. C, by committees composed of four
men in each, three of whom in the Washington Railway
& Electric committee and one in the Capital Traction
committee being trainmen dismissed from the service
of each company for cause prior to the presentation of
the demands. The demands made were in the form of
a contract desired by a certain division of the Amalga-
mated Association of Street & Electric Railway Em-
ployees of America.

Shortly after receiving a copy of the demand, Presi-
dent King of the Washington Railway & Electric Com-
pany, and President Hamilton of the Capital Traction
Company issued statements to the press in which they
said, in substance, that the communication was the first
intimation which they had of any complaint or causes
of complaint and that they were always ready to dis-
cuss with their employees any question relating to the
terms of their employment.

On Friday, March 3, a letter directed to the commit-
teeman who remained in the employ of the company
and who was one of the four presenting the demands
in contract form, was sent by the Washington Railway
& Electric Company. In this communication the com-
pany expressed a willingness to discuss with its em-
ployees any grievances they might have but stated it
could not discuss such matters with men not in the
employ of the company. This letter further said that
the company would gladly confer with a committee of
employees if an appointment was made, but no acknowl-
edgment of the receipt of the communication was re-
ceived. On the same day President Hamilton of the
Capital Traction Company arranged for two meetings
of employees of his company to be held at the George-
town carhouse on Monday, March 6, and posted in all
carhouses a notice saying that the communication would
be considered at the meetings and that the cards of
admission, limited to employees, would be furnished
by the department heads and division superintendents.
All employees of the company were urged to attend.
At meetings held at the carhouses of the Washington
Railway & Electric Company on Friday evening, March
3, President King addressed several hundred conductors
and motormen, reviewing the conditions under which the
men work, the wages, hours and shifts. He commented
on the company benefits and told the men that if a union
existed and they belonged to it they would naturally
surrender many of the benefits now enjoyed by them
in the way of bonuses. Vice-President William F. Ham
of the Washington Railway & Electric Company also
visited several of the carhouses, addressing the men
along the same lines in an endeavor to impress upon
them the many benefits they received from the com-
pany.

On Saturday, March 4, those active in the newly
organized association called a meeting of the members
already enrolled and inviting all other platform men of
both companies to attend, this meeting to be held at
midnight to insure larger attendance than if held during
the day. Despite the offers of both companies to meet
employees, this meeting stampeded and voted to strike,
their action to be effective immediately.

Both companies, however, were able to operate service
on Sunday, and issued statements which were published
in the one afternoon newspaper issued on Sunday. That

500

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 11

of the Washington Railway & Electric Company said
in part as follows:

"Following our offer to discuss any grievances with
our employees, suddenly and without warning a strike
was called at 2.30 this morning. We are doing every-
thing possible to maintain street car service and cars
are running on all divisions. Our first thought is the
safety of passengers. Therefore cars will be manned
only by competent crews. While we anticipate some
difficulty maintaining full schedules, it is expected that
reasonably adequate service on all lines will be main-
tained until such time as we are able to again operate
the regular schedules. Under the existing conditions
caused by this unwarranted strike, called without giving
any consideration to our offer to confer with our em-
ployees, we hope the public will be patient."

That of the Capital Traction Company explained that
the strike had been called without warning that such
action was to be expected at this time and then gave
the principal facts of the negotiations. It concluded as
follows :

"The company feels that the present situation, unnec-
essary and hurtful alike to the public, the company and
its employees, is one for which it is in no way re-
sponsible and which it has taken every reasonable step
to prevent."

Slight disorders began to manifest themselves during
the late afternoon on Sunday, resulting in the officials
of both companies deciding to discontinue all service
after 7 p. m. Shortly after noon on Sunday, March 5,
the Commissioners of the District of Columbia volun-
tarily offered to confer with the traction company offi-
cials, Department of Labor representatives and the
organizers of the association which the companies de-
clined to recognize. This offer was accepted, and at
3.30 o'clock the joint conferences started, continuing
until 3.30 o'clock Monday morning.

On Monday, service was resumed by both companies
over all divisions, approximately 60 per cent of the
schedules of both companies being maintained with loyal
employees and extra men volunteering from other de-
partments of the companies.

As a result of the twelve-hour conference held on
Sunday, there was drafted an agreement in which it
was proposed that all employees of both companies meet
for the purpose of considering the propositions covered
in the memorandum of agreement submitted to the com-
panies on Wednesday, March 1.

At 3.30 o'clock Monday afternoon, the agreement was
read at a meeting of those employees who struck and
was accepted by them. The first clause of this agree-
ment provided that committees should be selected from
the employees of each of the companies to meet with the
officials of the companies and settle the question of
hours of labor, rate of pay, seniority and other points
mentioned in the original memorandum. It also pro-
vided for the creation of a permanent grievance com-
mittee to discuss matters with the officers, and also of
an arbitration board to settle disputes where the em-
ployees and the officials could not agree. The other
clauses of the agreement provide for meetings between
the committees selected from the employees and the
officials of the company to settle the points at issue at
the present time, with arbitration if a satisfactory con-
clusion cannot be reached.

To permit all trainmen employed by both companies
an opportunity to vote on the selection of committees,
including those trainmen who did not go on strike, a
meeting was called for 8 o'clock Monday evening, all
street car service being discontinued so that all train-
men who were operating cars could attend. After this
meeting adjourned, "owl" service was provided, and the

regular schedules of both companies again went into
effect on Tuesday, March 7.

The conferences between the railway representation
and the employees' committees appointed by the em-
ployees, as covered by the terms indicated in the ac-
cepted agreement to mediate, are now in progress, each
company conferring with its own employees' repre-
sentatives.

San Diego Operation Uninterrupted
by Floods

OPERATION of the city lines of the San Diego
(Cal.) Electric Railway was not interrupted by the
recent floods that occurred in that district. The floods
were the highest ever recorded in that part of the State,
but except for the deposition of silt and gravel on the

WHEN THE SKIP STOP PROVES POPULAR.

tracks, which was easily removed, the system suffered
no damage. The accompanying illustration, however,
indicates that the skip-stop plan was in favor in those
parts of town where the water reached depths up to
18 in.

Electric Railway Express Service and
Internal Revenue Stamps

The necessity for affixing internal revenue stamps on
express packages may cause the elimination of that
business by interurban electric railroads that do not
run special express cars for such business. The com-
panies were able to maintain schedules fairly well, and
make a profit on the express business, even though the
conductors had to receive the packages, collect the
charges, and care for the goods; but the extra minute
or so required to announce the amount of the stamp tax,
provide the stamp, and see to the cancellation of it, is
taking too much time from the schedules, and interfer-
ing with the maintenance of the schedules expected of
the passenger traffic. The interference with the run-
ning time, is likely to prove serious, especially on lines
where provision is made for a maximum of stops for
passengers, and where express business is developing
an additional number of stops. One of the roads that
is confronted with this problem is the Southwest Mis-
souri Railroad. This company has maintained an ex-
press service on its passenger cars as an accommoda-
tion to its patrons. Mine and mill owners of the Webb
City district have been following the practice of order-
ing repair parts by telephone and having them delivered
by the electric line, sometimes within an hour.

During the year 1915 thirty trespassers were killed
on interurban roads in Ohio. This compares with
thirty-seven in 1914. Employees on duty killed on in-
terurban roads in 1915 numbered eight, as against ten
the previous year. Five passengers were killed in
1915 as compared with four the year before. At high-
way crossings seventy-three persons were killed in 1915,
while in 1914 thirty-one met death in the same way.

March 11, 1916]

ELECTRIC RAILWAY JOURNAL

501

American Association News

President C. L. Henry Visited Connecticut Company Section on March g — American and Manufacturers'
Associations' Executive Committees Held Important Meetings in New York This Week —
Secretary Makes Early Distribution of San Francisco Proceedings

General Association Activities

AMERICAN ASSOCIATION

A meeting of the convention location committee of
the American Association was held in New York on
March 9. The advantages of various cities were con-
sidered, and it is hoped that a definite announcement
■can be made soon.

The proceedings of the San Francisco meeting have
been distributed during the past week, beating last
year's excellent record by one week.

As this issue goes to press the American Association
executive committee is in session in New York.

MANUFACTURERS' ASSOCIATION
The executive committee of the Manufacturers' Asso-
ciation met in New York on March 8 with the follow-
ing members in attendance: Thomas Finigan, San
Francisco, Cal., president; C. C. Peirce, Boston, Mass.;
Daniel W. Smith, Detroit, Mich.; L. E. Gould, Chicago,
111., and E. F. Wickwire, Mansfield, Ohio, vice-presi-
dents; H. G. McConnaughy, New York, secretary-treas-
urer; and E. H. Baker, New York; Bertram Berry, New
York ; W. F. Cutler, St. Louis, Mo. ; Charles R. Ellicott,
New York; F. A. Elmquist, New York; Henry C. Evans,
New York; M. B. Lambert, Pittsburgh, Pa.; George

Activities of the

DENVER TRAMWAY SECTION

The February meeting was held on the 17th, the
thirty-third in the series, with an attendance of 100
persons. The session was opened with a number of
moving pictures secured from the United Railways of
St. Louis, which were particularly instructive along
safety lines.

The topic of the paper was "Selling Transportation."
T. W. Topping of the east division represented the con-
ductor's side of the question, and H. N. Hilling of the
central division gave his version of the motorman's
duty in following the course in good salesmanship,
which is being conducted among the men of this com-
pany. An interesting discussion participated in by
large numbers was led by I. M. Wickham of the east
division and J. W. Dawson of the south division.

PORTLAND SECTION NO. 9
At a recent meeting of the executive committee of the
Cumberland County Power & Light Company section a
number of committees were appointed as follows: Pro-
gram committee, G. S. Brush, superintendent of rail-
way department, chairman ; hall and supper committee,
C. H. Houghton, division superintendent, chairman;
membership committee, J. H. Lombard, motorman,
chairman. The following were elected to honorary
membership in the section: E. B. Burritt, secretary of
the association; Harlow C. Clark, editor Aera; H. H.
Norris, associate editor Electric Railway Journal;
C. C. Peirce, manager railway department Boston office.
General Electric Company, and Martin Schreiber, engi-

Stanton, Cleveland, Ohio, and A. H. Woodward, Chicago,
111., members of executive committee other than officers.
B. A. Hegeman, Jr., New York, and James H. McGraw,
New York, also attended by invitation.

Chairman Finigan first called for reports of com-
mittees. Among these was the report of the mid-winter
dinner committee, signed by Mr. Peirce. It showed
that 179 dinner tickets were sold by the American As-
sociation and 408 by the Manufacturers' Association, a
total of 587. This was an increase of ninety-four over
the number in attendance at the Washington dinner.
After the accounts are balanced there will be a deficit of
about $200 to be paid by each association.

Mr. Peirce also reported that he had represented the
association at the meeting of the United States Cham-
ber of Commerce.

The secretary read the resignation of E. H. Baker as
a member of the executive committee and this was ac-
cepted with regret. L. J. Drake, Indianapolis (Ind.)
vice-president of the Galena Signal Oil Company, was
elected to succeed Mr. Baker.

Details of the coming annual convention were dis-
cussed, and the secretary was instructed to send to all
members copies of a letter setting forth the results of
this discussion and the other features of the meeting.

Company Sections

neer maintenance of way of the Public Service Railway,
Newark, N. J.

President and Secretary of Portland Section

T. H. Knight, president of the Cumberland County
Power & Light Company section, has been superin-
tendent of track for the past five years. He began con-

F. H. KNIGHT F. J. O'NEIL

President Company Section No. 9 Secretary Company Section No. 9

tinuous work with the Portland Railroad, now a part
of the present property, nineteen years ago as a con-
ductor. After five years on the rear platform he be-
came timekeeper in the track department, and nine
years later was given his present position. He was

502

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 11

born and raised in Portland, being trained in the pub-
lic schools and with a local consulting civil engineer-
ing firm. The two years spent with the latter in transit
and rod and office work interested Mr. Knight in civil
engineering and he entered the class of 1900, Uni-
versity of Maine. He returned to college after work-
ing, during the summer vacation of 1897 for the Port-
land Railroad, but left after the fall term and has since
been with his present employer.

F. J. O'Neil, secretary of the section, is also a Port-
land product. He has been with the company since
1912, first as secretary to W. J. Ivers, then superin-
tendent of equipment. Later Mr. O'Neil served as clerk
of the mechanical department. He graduated from a
local business college in 1910 and for two years there-
after was a clerk in the cashier's department of the
Maine Central Railroad.

CONNECTICUT COMPANY SECTION

A dinner meeting of the Connecticut Company sec-
tion, No. 7, was held in New Haven on March 9, with
an attendance of more than 130. President Charles L.
Henry was the guest of honor, and he gave an inspir-
ing address. Brief talks were also made by E. B. Bur-
ritt, H. C. Clark and H. H. Norris. The Connecticut
Company orchestra played during the dinner and vocal
selections were interspersed with the addresses.

Mr. Henry moved a vote of thanks to the man who
first thought of the company section plan and compli-
mented C. N. Duffy for the pioneer work in Milwaukee.
He outlined the principles which make for company sec-
tion success, illustrating his points by humorous anec-
dotes. His main point along this line was that the sec-
tion gets only what it goes after. The greater part of
the address was devoted to the subject of courtesy which
he advocated as the remedy for many evils in the rail-
way business and out of it. He said that the only jus-
tification for the public utility corporation is that it
can serve the public better than the public can serve
itself. From his experience in public life he was able
to show that this is true, and he instanced the case of
the municipal waterworks. In communities served by
municipal plants it is much more difficult to have com-
plaints heard and grievances redressed than it is when
the complainant can get directly at the management of
the utility. He pointed out that as soon as the em-
ployees of the Connecticut Company lose sight of their
positions as public servants they become much less use-
ful to their employer.

Several reports were read at the business session of
the section held immediately after dinner. The mem-
bership committee reported that on Jan. 1 the member-
ship was 107, on Feb. 1 151, and and on March 1 172,
with a number of applications still on file. The secre-
tary stated that at the meeting held on Feb. 8 141 mem-
bers were in attendance. At that meeting the discus-
sion on snow removal begun in January was continued,
a number of members presenting brief papers. H. A.
Bullock, secretary New York Municipal Railway Cor-
poration, was present and gave an illustrated talk on
the organization of safety work. Other speakers dis-
cussed the accident problems and costs on the local
property.

The employees of the Morris County Traction Com-
pany, Morristown, N. J., have formed a mutual benefit
association, carrying a sick and accident benefit of $1
a day not to exceed sixty days in one year and a death
benefit of $100. The dues are 50 cents a month. The
company contributes to the fund. More than 80 per
cent of the motormen and conductors have joined the
association.

COMMUNICATION

Another Criticism of "Post" Editorial

Georgia Railway & Power Company

Atlanta, Ga., March 1, 1916.

To the Editors:

Your reproduction in the Journal of Feb. 19 of John
A. Beeler's letter' to the editor of the Saturday Evening
Post about the Post's editorial on "City Travel" re-
minds me that I, too, called the Post's attention to
another side of the matter. I am inclosing copy of my
letter (which received no answer), with the suggestion
that this incident gives point to effective practice which
should be followed more generally by all corporations
— i.e., the patient and persistent answering of all unjust
criticisms that appear. I can imagine that with Mr.
Beeler's letter and mine, and perhaps others on the
same subject, before him the Post's editorial writer
wondered whether perhaps he hadn't been too casual.

As you and all other editors know very well indeed,
the topic that evokes answers invariably is the topic
taboo — unless, of course, an issue is up and a fight in
good earnest is on. Electric railway men well may take
advantage of this. Time spent in answering careless
statements, unfounded and unreasonable criticisms and
vicious attacks, is invested well indeed if after a time
editors are unwilling to publish such statements and
criticisms and attacks. The surest thing under the
heavens is that they will grow weary before we do, if
we stick to that method.

W. T. Waters, Advertising Manager.
[Letter of Mr. Waters]
To the Editor, Saturday Evening Post,

Philadelphia, Pa.
Dear Sir:

In the course of your editorial, "City Travel," Jan. 8, you
surmise what might happen if street car seats were pro-
vided for all members of rush-hour crowds. Is the assump-
tion permitted that in some instances, at least, sufficient
seats are provided and are left unused?

In the light of your own observation, is it true that into
the first car going his way the typical individual insists
upon burrowing? Does its crowded condition deter him?
Does his knowledge that other cars are following make the
crowded car-on-the-spot less desired by him? Does he him-
self choose between slight discomfort and slight delay?

Would he concede that the crowded elevator that leaves
him waiting, the crowded box office or stamp window or
weighing table or ticket window or shipping desk before
which he must await his turn, the crowded store or the
crowded restaurant — would he concede that any of these ex-
emplifies a condition essentially the same as that of the
crowded street car?

Would he admit that the rush-hour street car crowd is
a phenomenon not different from the rush-hour ticket win-
dow or elevator or restaurant crowd, not different from the
Christmas rush-period shopping crowd?

Would he make no objection if entrance to a street car
already crowded were refused him by company rule or com-
munity law?

Those are queries for the psychologist.

Now for a practical question in mathematics.

Human nature being what it is, how can all the cars
bound to a given destination be fitted to its demand by being
made to proceed with none following another? What meth-
od is there for thrusting beneath those riders who have pre-
ferred to stand in order to hurry, the seats unoccupied that
have followed them?

I do not criticise the editorial. On the contrary, I think
it is true to the poise and clear vision and dignity of your
admirable page. W. T. Waters.

A safety-first phrase has been painted by the Inter-
national Railway of Buffalo on all of its poles. Those
between corners carry the words "Safety First," while
those at the street corners have the words "Stop, Look
and Listen" painted upon them.

March 11, 1916]

ELECTRIC RAILWAY JOURNAL

503

EQUIPMENT AND ITS MAINTENANCE

Short Descriptions of Labor, Mechanical and Electrical Practices
in Every Department of Electric Railroading

Contributions from the Men in the Field Are Solicited and Will Be Paid for at Special Rates.

An Oil-Burning Sand Dryer

BY F. G. LISTER

Mechanical Engineer El Paso & Southwestern System,
El Paso, Tex.

A sand dryer, which is very inexpensive to build,
which is giving excellent satisfaction, and which has
outlived three ordinary cast-iron sand dryers, is being
used by the Spokane, Portland & Seattle Railway at its
shops in Vancouver, Wash. Oil is used for fuel and is a
great improvement over coal or coke in that a steady
heat can be maintained and regulated to suit the con-
ditions.

The dryer is built up with a framework of three light
rails bent to suit, lined on the inside with Vi-in- tank
steel. The walls and bottom are lined with one layer
of firebrick to 42 in. above the floor line. The hopper
is made of ^-in. tank steel joined at the corners with
2-in. x 2-in. angle irons. The bottom
of the hopper is perforated with 1-in.
round holes to allow the dry sand to
drain out. The sides and ends are
provided with openings covered with
sliding doors for the purpose of
loosening the sand if packed or to
let out stones which might be lodged
therein. The chimney is located in
the front of the arch, so that the
flame blowing in at the front door
strikes the back wall and causes the
heat to return to the front of the

| Sides, Ends and
NOTE I Bottoms Lined
I with Firebrick

Angle, 2x2 k3^

I Diameter
Perforations

Tank Steel

Light Second
Hand Rails

'4 Pipe
from Gravity
Oil Tank \

^Pipe fron
-Supply
201b Air Pressure

Brass ' $j.Wl Tee Brass
DETAILS OF OIL BURNER FOR SAND DRYER

box and out the chimney, thus providing a complete
heating surface in the firebox.

The burner is very simple, being made of standard
pipe fittings, except the nozzle and two reducers which
are made of brass rod.

Angles, 2*2^
% "Rivets

Burner'

PLAN AND ELEVATIONS OF OIL-BURNING SAND DRYER

504

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 11

The dryer is operated eight hours per day, three hop-
pers being dried in this length of time. Eight gallons
of fuel oil are consumed for each hopper full of sand.
Air is supplied at a pressure of 20 lb. per square inch.

About four hours per day are consumed by the op-
erator in handling the dryer and sanding on an aver-
age of twelve engines. The remainder of his time is
spent in helping the hostler turning engines, etc. The
sand dryer was designed and built by C. A. Landberg,
general foreman in the Vancouver shops.

Value of Ties Treated and Untreated

BY E. W. BRIGHT

Tie and Timber Agent Boston Elevated Railway

The number of cross-ties purchased each year by
steam and electric roads runs into the millions, in-
volving the cutting away of tracts of forest land at a
rapid rate. Increasing care must be exercised by con-
sumers in selecting the specie of wood for ties, if they
expect to keep tie prices within bounds. In this article
I shall deal wholly with ties used generally by electric
roads, as steam roads have different conditions to con-
tend with.

A few years ago oak and chestnut were the woods
used most generally for tie purposes. They gave very
good results, but to-day it is difficult to procure chest-
nut and oak ties with good faces, at a satisfactory price.
The result is that, in the future, most electric roads
will have to depend on Southern pine or Douglas fir to
take the place of oak and chestnut.

The estimated life of untreated ties under normal
conditions is as follows:

Estimated

Specie of Wood Life, Tears

Black locust 15 to 20

Redwood 10 to 12

Cedar 9 to 11

Cypress 8 to 10

Estimated

Specie of Wood Life, Years

White oak 7 to 9

Chestnut 6 to 8

Long-leaf pine 6 to 8

All other woods 3 to 6

A question that is often asked is, "Why don't you use
steel cross-ties if there is such a scarcity of good tie
timber?" In answer to this I would reply that no doubt
steel ties should be considered in some places, such as
on bridge work, etc. But there are' many objections to
the use of steel ties in general. Some of these objec-
tions are as follows:

Rigidity of the track structure which eliminates that
elasticity which facilitates train movement, and which
must be hard on rolling stock by reason of the extreme
wear and tear produced by the attendant jar and pound-
ing while cars are in motion and are being started and
stopped.

The greater noise produced by vibration in a solid
steel track structure as compared with a flexible struc-
ture.

The corrosion of the tie, which can be overcome more
or less by painting.

An early illustration of rigid structure is furnished
by the Boston & Lowell Railroad, which was the second
steam road to be built in this country. Granite sleep-
ers were used when the road was first built, but they
proved to be a failure.

The life of a tie depends upon the following condi-
tions: (1) Kind of soil and foundation on which tie
is to be placed; (2) size of tie and specie of wood from
which it is made; (3) whether tie is treated with pre-
servative or not; (4) whether tie plates are used or
not; (5) kind of spikes used; (6) care taken of ties
while in service, and (7) mechanical wear on ties due
to traffic.

I have often been asked to state what kind of wood
makes the best tie. This is rather a difficult question
to answer except in a general way, as in one section of

the country a cypress tie might be better than an oak
or chestnut tie; in other words, local conditions must
be considered in selecting the specie of wood to be used.
For general use, it is my opinion that the Southern
long-leaf pine tie treated with some good preservative
will give very satisfactory results, and should last from
twelve to twenty years in service.

It is a recognized fact that the preservation of wood
is a step in the right direction, and the managements
of electric roads should give this subject due consider-
ation properly' to realize the economic importance of
the treatment of ties, bridge timbers, etc. The service
of these is double and treble that of untreated wood. I
am convinced that it would not pay the small electric
roads to build pressure treating plants for their own
use, and it would be better for them to turn this work
over to some commercial plant near by. But for roads
using, say, 100,000 ties a year and 1,000,000 ft. of lum-
ber, a pressure-treating plant will more than pay for
itself provided that it is operated in an economical
manner, and that the plant is so located that oil can be
obtained at a reasonable price.

The Boston Elevated Railway, realizing the above
facts, has decided, after thorough study and investi-
gation by the writer, to build its own treating plant.
This will be located at the general yard in South Bos-
ton. The plant will be modern in every respect and
will be equipped either for the "full-cell" or the Rueping
process.

Plans and specifications have been drawn up by
Grant B. Shipley, consulting mechanical engineer, and
it is expected that the plant will be completed about
May 1 of this year.

The treating cylinder for this plant will be 7 ft. 6 in.
in diameter and 51 ft. 2% in. long, so that standard-
gage tramcars loaded with ties or lumber can be run
into it. There will be two storage tanks for oil, and a
working pressure tank mounted on scales to record the
amount of oil used in each treatment, with all of the
other equipment necessary for the successful opera-
tion of such a plant. In the operation of the plant the
writer will have the assistance of his colleague, E. S.
Lent.

Returning to the general subject of timber treating,
I shall not go into the different processes used in the
treating of timber, but will merely note that it is a
waste of money to inject more oil into the wood than
what is actually required before mechanical break-
down takes place. Of course, this limit cannot be de-
termined until a careful study has been made of con-
ditions where treated material is being used.

Small electric roads, which are not located conve-
niently near a commercial treating plant and where con-
ditions do not warrant the building of a pressure plant
can secure very good results by using the open-tank
method of treating. No matter what method is used,
however, it must be borne in mind that the best re-
sults are obtained only by using well-seasoned wood
and by insuring the removal of all inner and outer
bark before treatment.

The estimated life of ties treated by various proc-
esses under normal conditions is as follows:

Estimated
Life with
Various
Treating
Processes,
Specie of Wood Years

Long-leaf pine 12 to 20

Chestnut 10 to 15

Douglas fir 10 to 16

Spruce 9 to 14

White pine 10 to 13

Tamarack 10 to 15

Estimated
Life with
Various
Treating
Processes,
Specie of Wood Years

Hemlock 10 to 15

Red oak 12 to 20

Beech 12 to 20

Birch (yellow) 10 to 18

Maple 10 to 20

Gum 10 to 16

Electric roads that are located in territory where
there is beech, birch, or maple, will find these species

March 11, 1916]

ELECTRIC RAILWAY JOURNAL

505

Rl

,R2

R3

R5

N-32 I2\
uuuu

Frame No. I

BilpniiiOMri

H-32I2\ WN-3213 N-32 13% W-33S5 N-3355 W-32/

juuuuUuuu uuuudUuuu uuuuUuuuu

IU1

Frame No. 2

Frame No. 3

Approximate Resistances
Ri-R2= 2.24 Ohms Rl = 3.95 Ohms
R2-R3=/.00 » .R2-I.7I "
R3-R4=0.44 " R3 = 0.1I »
R4-R5 =0.27 " R4 =0.27 "
R5=0.00 "

U

Frame No. 4

Weight of Car - 12 Tons
Class of Service -Locomotive

of wood very desirable for ties, if a preservative treat-
ment is given.

Finally, I would state one of the most important
things in obtaining good ties is to have specifications
fully covering the class of tie to be used, with rigid in-
spection. Many failures of ties in service are due to
lack of proper inspection.

Grid Resistor Tests and
Standardization Found Important

BY AN EQUIPMENT ENGINEER

Tests made on the older types of equipment for certain
service conditions led to the discovery of numerous dis-
crepancies in the step resistances and capacities of grid
resistors. Following these tests certain methods were
adopted to standardize the design, construction and
methods of testing grid resistors, primarily to reduce to
a minimum the variety of component parts involved in
the various assemblies for different motor equipments.
The current tests indicated the capacities of the re-
sistor steps, which when either insufficient or excessive
for the service requirements, were corrected by calcula-
tion and checked by performance tests. After the cor-
rect capacity was established, drawings were prepared
to cover each different type of motor equipment. A
typical one of these drawings for two Westinghouse No.

RESISTOR STANDARDIZATION — CONNECTIONS OF 8-IN., THREE-
POINT RESISTOR FOR TWO WESTINGHOUSE 93-A2 MOTORS
AND K-ll-A CONTROL

93-A2 motors with K-ll-A control, is shown in the ac-
companying illustration.

Variations in the capacities of grid resistors in the
older equipment were due to the different ohmic re-
sistances of grids taken from different heats of iron. In
order to correct any possible errors in the final assem-
blies following construction or repairs, a 10-amp. con-
stant testing current is used and the corresponding volt-
age drop is checked by means of a table of correct
drops. This current is low enough to make the tem-
perature rise in the grids insufficient to alter radically
their cold resistance. As indicated in Table I on grid

TABLE I— GRID RESISTOR MEASUREMENTS

of Car

Motors

Type

OF

6
55

Connec-
tions

. Volts

of Car

Motors

Type

OF

6

Connec-
tions

. Volts

of Car

Motors

Type

OF

d
55

Connec-
tions

:. Volts

Weight

6

Make

Type

Con-
trol

Grids

bb

&

Q

From

o

Approx

Weight

o

Make

Type

Con-
trol

Grids

bb

Q

From

o
E-

Approx

Weight

6
55

Make

Type

Con-
trol

Grids

bb

p

From

e
E-i

Approx

Rl

R5

65

Rl

R7

40

SI

S2

6

11-
Ton
Pass.

2

Westg.
Westg.
GE.

3

49
800
B

K-2-A

or
K-10-A

CG

746-A

Rl

R4

611

Rl

R6

381

42-
Ton
Pass.

4

Westg.

303
A

U.S.
H.L.

8

in.-
3Pt.

1767

R3

Rl

61

Rl

R3

521

20-
Ton
Loco.

4

GE.

800
B

K-6-A

CG

1306

Rl

R5

361

R3

R4

4

Rl

R2

34

Rl

R4

331

R3

R2

31

Rl

R5

37i

Rl

R3

28

S

SI

31

Rl

R2

is.;

GR

R3

20-

Rl

R4

341

7

Ton
Pass.

2

Westg.

56

K-ll-A

CG

747-A

Rl

R5

391

GR

R2

Rl

R3

29 |

37-

8

51

12-
Ton
Loco.

Rl

R4

37

121
A

U.S.-
A.B.

763

GR

Rl

Rl

R2

20

2

Westg.

93-
A2

K-ll-A

8
in.-

3Pt.

837

Ton
F'ght

4

Westg.

in.-

3Pt.

3

Rl

R3

YR

RR3

7

Rl

R5

37l'

Rl

R2

221

YR

RR2

51

20-
Ton

Rl

R4

341

■1

Westg.

93-

K-ll-A

61
in.-

735

Rl

R4

501

YR

RR1

3

Rl

R3

301

20-
Ton

Pass.

A2

2Pt.

2

Westg.

323

K-51-A

8
in.-

1754

Rl

E3

40

Rl

R5

20

Rl

R2

24

Pass.

V3

3Pt.

Rl

R2

26

Rl

R6

161

Rl

R5

38

Rl

R7

34!

36-
Ton
Pass.

Rl

R7

15

20-
Ton

Pass.

■2

Westg.

93-
A2

K-ll-A

8

in.-
3Pt.

748-A

Rl

R4

35 J

Rl

R6

33

4

GE.

73-
C

C-6

CG

1759

Rl

X

131

Rl

R3

31

30-
Ton
Loco.

4

GE.
Westg.

57-
H
56

K-14-A

CG

634

Rl

R5

311

Rl

R4

9

Rl

R2

24

Rl

R4

29

Rl

R3

5

Rl

R4

19

Rl

R3

241

X

R2

51

20-
Ton
Pass.

8

Rl

R2

15

Rl

R10

42

1

Westg.

310

K-51-A

in.-

1758

m

R3

35

V:l

3Pt.

Rl

R

:;i \

Rl

Rll

38

Rl

R2

20

Rl

R6

331

Rl

S

361

Rl

R5

131 '

30-

57-

El

R5

32

Rl

R3

161

Rl

R4

12

Ton
Pass.

GE.
Lorain

H

34

K-14-A

CG

640

4

Rl

R4

291

Rl

R2

81

Rl

R3

33-
Ton

73-
('

37-

8

9

Rl

R3

25

4

GE.

L-4

CG

1761

R4

R7

491

4

Westg.

304
C

K-34-D

1766

Rl

R2

F'ght.

Westg.

121
A

Ton
Pass.

in.-
3Pt.

5 i

Rl

R2

161

R4

R8

401

R6

E9

81

S

Si

141

R4

R9

37

R6

R8

61

GR

R3

7

E4

RS

311

R6

R7

4 1
1

40-
Ton
Pass.

121
A

U.S.-
A.B.

GR

R2

51

R4

R6

22

Rl

R5

391

4

Westg.

8

in.-
3Pt.

1700

GR

Rl

3

R4

R5

161

12-
Ton

Loco.

2

Westg.

56

K-ll-A

CG

836

Rl

R4

37

YR

RR3

7

30-
Ton
Loco.

4

Westg.

93-
A2

U.S.i
H.L.

8

R3

Rl

331

Rl

R3

321

YR

RR2

5J

in.-
3Pt

1702

R3

R4

261

Rl

R2

22J

YR

RR1

3

R3

R2

21

506

ELECTRIC

RAILWAY JOURNAL [Vol. XLVII, No. 11

Table II — Classification of Grid Resistors

Cars

Motors

Type of

Dwg.
No.

Div

Type

Class Nos.

No.

Make

Type

control

Grids

Sand
Sweeper

Pass.

32, 33
35, 36, 37, 38, 39

JUU-J4U, ZbU-Z^

501-565, 575-580
581-600, 701-765

2

Westg.
Westg.
G. E.

3

49
800-B

K-2-A

or
K-10-A

746-A

City

Pass.

400-484, 601-635
800-834

2

Westg.

56

K-ll-A

C G

747-A

City

Pass.

835-864

2

Westg.

93-A 2

K-ll-A

6'o in.-
2 Pt.

735

City

Pass.

636-645, 865-908
909-933

2

Westg.

93-A2

K-ll-A

8 in.-
3 Pt.

748-A

City

Work
Pass.

14, 15

09/1 (ISO flKH OQ9

2

Westg.

310-E2

K-51-A

8-in.-
3 Pt.

1758

City

Work

Sand
Sweepers
Snow plows

6, 7, 9, 10, 11

and 12
29, 30 and 31
40,41,42 and 43

1 on „ a 101

\Z\) and 1.41

2

Westg.

56

K-ll-A

C G

836

City

Relief
nana

26
28

2

Westg.

93-A2

K-ll-A

8 in.-
3 Pt.

837

City

Crane

23

4

G. E.

800-B

K-6-A

C G

1306

City

Pass.

(Trial
equipment)

2

Westg.

323-V3

K-51-A

8 in.-
3 Pt.

1754

City
Intr.

Loeom.
Work

9

100

4

Westg.
G. E.

56
57-H

K-14-A

CG

634

Intr.

Pass.

79-93

4

G. E.
Lorain

57-H

34

K-14-A

C G

640

Intr.

Freight

131, 132 and 136

4

Westg.

121-A

U.S.-

A D

8 in.-
3 Pt.

763

Intr.

Pass.

20-38, 40-58

4

G. E.

73-C

C 6

C G

1759

Intr.
Intr.

Pass.

21-39, 41-49
60-74, 67-77

4

Westg.

121-A

u. s.-

A B

8 in.-
3 Pt.

1760

Freight

126, 127, 130
and 134

4

Westg.
G. E.

121-A
73-C

L-4

C G

1761

Intr.

Locom.

106

4

Westg.

93-A2

u. s.-

H L

8 in.-
3 Pt.

1762

Intr.

Pass.

51-65

4

Westg.

304-C

K-34-D

8 in.-
3 Pt.

1766

Intr.

Private

600

4

Westg.

303-A

U.S.-
H L

8 in.-
3 Pt.

1767

resistor measurements, the resistance in ohms for vari-
ous connections is obtained by measuring the drop in
voltage between connections, and noting the variation
from the approximate standards shown in the table.

The method of classifying the various assemblies of
grid resistors for car equipment is indicated in Table
II. This also gives the number of the drawing show-
ing the resistor connections for any particular equip-
ment. The classification of grid resistors also serves as
an index to the drawings of the various resistor as-
semblies, and all are bound in a single book, which puts
all the information in handy reference form. On the
other hand, the tests and standardization of resistor
assemblies have resulted in practically eliminating re-
sistance trouble, as well as difficulties in other parts of
the equipment which arise from this source. They also
facilitate the making of changes that may be required
to meet certain service conditions. In other words, it is
possible to fit the grid resistor capacity to the road serv-
ice under which the electrical equipment is required to
operate. Testing current is taken from a central con-
trol board through special test cables which are fed
from a 600-volt busbar. A 15-amp. ammeter and a 75-
volt voltmeter are the only measuring instruments em-
ployed in making these tests.

The decline of the jitney bus in Evansville, Ind., is
evidenced by the fact that six months ago there were
fifty such machines in operation, whereas on Feb. 1
there was only one in service.

Removable Pilot Used with Couplers

BY H. H. BUCHMANN

Master Mechanic Louisville & Southern Indiana Traction
Company, New Albany, Ind.

Home-made, removable steel pilots that weigh 98 lb.,
conform to ordinance requirements and, at the same
time, are readily removable for trailer operation, have
been adopted as the standard by the Louisville & South-
ern Indiana Traction Company, New Albany, Ind.
These pilots are so designed that they fit over the stand-
ard couplers used on the interurban cars of this com-
pany. Although the pilot is comparatively light, it has
been found to meet service requirements as completely
as those of much heavier construction. This is
attributed to the spring action which absorbs the

REMOVABLE PILOT ATTACHED TO A CAR

shocks that frequently destroy the usefulness of more
rigidly constructed pilots. The top and bottom mem-
bers of the pilot are formed of Vi-in. x 2-in. x 2-in.
angles, one bent to a 5-ft. 7-in. radius and resting
against the buffer, and the other forms the bottom of
the nose-type pilot. Fourteen bars Vi-in. x l^-in. in
size are riveted to these two members with 5/16-in.
rivets. One-inch round iron, combined knee braces and
hangers fasten to the bottom and hold the pilot rigidly
in position, while a H-in. thumb screw passing through
a clip at the center of the upper member holds the
pilot against the buffer. A view of one of these stand-
ard pilots attached to a car is shown above.

Reclaiming Worn Axles

BY DANIEL DURIE

Master Mechanic West Penn Railways, Connellsville, Pa.

Successful results have attended the restoration of
5-in. axles to their original size by shrinking ^4-in.
high-carbon, cold-rolled steel tubing on the old journals.
This method of reclaiming axles is employed by the
West Penn Railways Company 'when the 4-in. journals
have worn to SVo in. in diameter. The high-carbon,
cold-rolled steel tubing used for this purpose shows a
scleroscope hardness of 40 to 45, and it is applied to
the worn journals with a 1/32-in. shrink. After the
tube has been shrunk in place, one end is electrically
welded to the wheel hub. Quite a number of the 5-in.
axles used on this road had been in service for a num-
ber of years and they had become badly worn. Except
for the decreased diameter of the journals these axles
were in perfect condition. The application of the high-
carbon sleeve restored the journal practically to its
original condition, and it is contemplated that the life
will be increased 100 per cent.

March 11, 1916]

ELECTRIC RAILWAY JOURNAL

507

Small Heat -Retaining Soldering Iron

BY R. H. PARSONS

Electrical Foreman.

All who have had experience in the use of soldering
irons will recollect that often, when the point in the
operation was reached that it was inconvenient to
stop, the iron got cold and it became necessary to
change irons or wait for the one to become heated.
It is impossible to accomplish small work with a large
iron, and it is equally difficult to keep a small iron
hot long enough to do a soldering job.

The accompanying sketch illustrates an iron which
is designed for small work, such as lamp receptacles,
wiring inside of small junction boxes, etc., and which

Changeable Copper Tip.

Iron 5 fern '

Wood,
Handle

Copper
Cylinder
or Barrel

End
View

SMALL HEAT-RETAINING SOLDERING IRON

will retain its heat much longer than the ordinary
iron. Attached to the stem is a copper barrel or cyl-
inder approximately IV2 in. long and 1 in. in diameter.
A removable copper soldering tip is screwed into this
barrel. Tips of several sizes can be used according
to the nature of the work.

To use the iron, the barrel is heated in the flame
of a blow torch or gas lamp. This retains the heat
for a long time and transmits it to the tip. The tool
thus gives all the advantages of a small tip for solder-
ing, and at the same time has all the heat-retaining
properties of a larger iron.

Experimental operation of four electric freight trains
on the Bardonecchia-Modane trunk line, between the
French and Italian frontier, including the Fregus tun-
nel, has given most satisfactory results and in conse-
quence regular electric freight train service will be
established in and out of Italy.

Interurban Cars for Binghamton
Railway

The Binghamton (N. Y.) Railway has recently placed
in service a number of interurban cars which are being
operated between the city of Binghamton and the towns
of Endicott and Union, about 9 miles west of the center
of the former city. Throughout much of its length the
route passes residential districts, so that the service
is more suburban in character than interurban, and for
this reason the cars have general features which are
commonly found in city cars, although the construction
and equipment are designed to permit high-speed, mul-
tiple-unit operation.

The general dimensions of the cars are as shown in
the following table:

Length over all 42 ft. 0 in.

Length over vestibule 41 ft. 0 in.

Length over body 30 ft. 0 in.

Height from rail to roof 11 ft. 7 in.

Width over side sheathing 8 ft. 6 in.

Side post centers 30 in.

Truck centers 17 ft. 6 in.

Diameter of wheels 34 in.

Truck wheelbase 6 ft. 1 in.

Seating capacity 52

The entire bottom framing, body and roof are of steel
construction, countersunk head rivets being used in as-
sembling the framing so as to afford a smooth painting
surface. Sheet-steel sheathing Vs in. in thickness is
used for the sides and for the vestibules below the dash.
The floor framing is covered with sheet steel and upon
this is laid 13/16-in. yellow pine boards. The roof is of
the plain arch type and is covered with No. 18 gage
steel which is insulated on the outside with 1 in. of
compressed cork, this being covered with No. 8 canvas.
The wainscotings below windows are also formed of
compressed cork 1 in. thick and this is covered with
linoleum. The side-post cappings are made of special
steel and are readily removable. The bumpers are
formed of 5-in. steel channels and are protected by No.
16 steel shields to prevent anyone from riding on them.

Special attention has been paid to the interior fittings
so that the cars will be comfortable and at the same
time will present an attractive appearance. The in-
terior finish including sash, doors, mouldings, etc., are
treated with Sherwin-Williams interior green and the

BINGHAMTON INTERURBAN CARS COUPLED TOGETHER FOR TRAIN OPERATION

508

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 11

COUPLER AND JUMPER CONNECTIONS BETWEEN THE CARS

INTERIOR VIEW OF BINGHAMTON CAR

ceilings are finished with Sherwin-Williams flat white
enamel, the steel carlines being exposed.

There are eighteen 37-in. transverse seats with 19-in.
backs, these being of the Heywood Brothers & Wake-
field Company's make. All of them are provided with
the double foot rests. The aisles are 24-in. wide. Longi-
tudinal seats are provided in each corner of the car,
these being upholstered in canvas-backed rattan like
the transverse seats, and there are also folding slat
seats in the vestibule at the entrance-door openings. As
beforementioned, the main floor is made of yellow pine
boards. These are finished with maple floor-mat strips
% in. wide at the top, reaching for the entire length
of the car body except for a space of 2 in. at the ends
to allow for sweeping. These floor strips are jointed
2 ft. from the ends of the car, and the side floors are
raised flush with the aisle strips. The platform floors
are made of maple.

Eleven windows are provided on each side of the car
body, the lower sash of each being fitted with the Cin-
cinnati Car Company's standard flush barrel sash lock,
engaging with holes in the two sides of the T-bar posts
to hold the window at various heights. The upper sash
is stationary with an arched head. All side windows are
provided with Pantasote curtains and Curtain Supply
Company's No. 88 ring-type fixtures with Rex rollers.
Five *4-in. hard-drawn steel window guards placed 2x/2
in. on centers are installed outside of the side windows
on each side of the car. These are of the removable
type and they are hung on a vertical rod secured to the
post so that they can be raised or lowered to permit
washing the window.

The vestibules at the ends of the car are arranged for
pay-within operation and they have double folding doors
on both sides which are operated in conjunction with
the folding steps by the motorman and conductor. The
risers of the three steps between the street level and
the car floor are respectively 15 in., 13 in. and 12 in. in
height, and the first step is of the folding type, the edge
of the tread being covered with a 3-in. anti-slip surface
which is provided also over the edge of the platform
floor above the step. In each vestibule there are three
drop sashes, the center one having stops so that it can
be lowered part way and held in that position when de-
sired, and being fitted with a sleet cleaner made by the
Standard Accessories Company, New York. Adjoining
each vestibule at diagonal corners of the car are Bing-
hamton Railway Company's standard flush-type motor-

men's steps and roof mats to permit the crew to get
upon the car roof in safety whenever that is necessary.

Included in the car-body equipment are Consolidated
Car Heating Company's electric heaters with deflectors
and thermostatic control. There has been installed
also an Ohio Brass Company's Style B electric signal
system, and each car is equipped with two Golden
Glow headlights in the dashes. The latter have 94-
watt lamps and are supplied with a dimming resistance
which can be used when the car is operating through
thickly-populated districts. Over the longitudinal seats
in each corner of the car there is a hand-strap pole
fitted with three Rico sanitary straps 5 ft. 10 in. from
the floor.

Ventilation is provided by five combination ventila-
tor, register and lamp fixtures made by the Dayton
Manufacturing Company. The lamp fixtures are pro-
vided with Alba shades and 94-watt lamps, the lighting
circuit being supplied with one extra lamp fixture that
is controlled by a Nicholls-Lintern selector equipment.
The folding door and step mechanism is of the Cincin-
nati Supply Company's standard design, and the doors
are connected to the main switch through a contactor
line-switch relay so that the car cannot be started when
the doors are open.

Among the other equipment that has been supplied
are Peacock staffless brakes. Consolidated buzzers,
Westinghouse air sanders, Johns-Manville sand hose,
Ohio Brass air traps, Earll trolley catchers, Dayton
Model DB fare boxes and Sterling-Meeker double reg-
isters. There are also Hunter route signs at the front
and sides, Berg fenders, Utility honeycomb ventilators,
Root track scrapers, and transfer boxes of the Bing-
hamton Railway Company's standard design.

The propulsion equipment consists of four Westing-
house 323-V motors with Baldwin trucks. The control
is of the light-weight Westinghouse HL type permit-
ting multiple-unit train operation when desired. For
this reason the brakes have been designed for com-
bined automatic and straight air operation, being of
the Westinghouse A. M. M. type. There is a D-l-F air
compressor with a Lord screenless air strainer and an
American automatic slack adjuster.

To facilitate the quick separation of the two cars
making up a train at the junction of the branch lines
leading to the towns of Endicott and Union respectively,
and their prompt connection on the return trip to Bing-
hamton, there has been adopted the Westinghouse auto-

March 11, 1916]

ELECTRIC RAILWAY JOURNAL

509

matic car and air coupler with an electric jumper at-
tachment. This coupler is of the tight-lock type with
a pocket and pin on one side for making connections by
means of a link to cars not having automatic couplers.

In the base of the coupler are two air connections for
brake and control pipes, respectively, each of which is
provided with a self-closing check valve having a tappet
for opening it when two couplers come together. Fas-
tened to one side of the head is a standard seven-point
jumper receptacle. When two cars are brought to-
gether, the car and air couplings are automatically
made and no valve has to be opened. There remains
only the one electric jumper to be inserted in the two
receptacles, and only twenty seconds are required for
the completion of this operation. When cars are un-
coupled the electric jumper is the only thing to be
handled, as the unlocking of the two couplers and the
closing of the four air-pipe outlets are accomplished
automatically in twelve seconds by turning a valve in
either cab and then separating the cars.

Special care has been given to the car wiring, all of
which is run in conduit. The cables are run under the
car bodies with junction boxes and condulets at motor
and resistance leads. Where conduit enters the junction
boxes it is fitted with T. & B. bushings and jam nuts,
the boxes being fitted with rubber gaskets to make
them waterproof. All conduit is electrically connected
with the metal bolsters to provide a ground for con-
nection. The electrical splices are well soldered and
then insulated with a double layer of rubber tape, one
layer of friction tape and painted with P. & B. paint.
Lighting and air-brake compressor switches are placed
on an enamel-plate base installed in a cabinet with a
spring door.

The cars, which were built by the Cincinnati Car
Company, were designed in accordance with specifica-
tions prepared by C. S. Banghart, vice-president Bing-
hamton Railroad, and they are reported to have been
received with very great favor by the patrons.

New Car Meter

The Electric Railway Improvement Company, Cleve-
land, Ohio, will shortly place on the market a car meter
illustrated in the accompanying engraving. Its prin-
ciple of operation is the compari-
son of the travel under power
with the total travel of the car.
The meter contains two counting
heads, electrically actuated by a
car wheel, one indicating power-
miles and the other car-miles. A
! record is thus made not only of
the coasting but also of the mile-
age of the equipment. The lat-
ter feature makes the computing
of car-miles from the conductor's
report unnecessary. The new
meter is claimed to be the first to
give on a mileage basis a record
both of one part of the cycle — ac-
celeration, coasting and braking
new car meter — and the total cycle. In this
way the number and length of stops do not affect the
record and a comparison can easily be made between
motormen.

Underwriters Approve Thermostat
Control

The Underwriters' Laboratories have rendered a re-
port on the new system of thermostat control for elec-
tric heaters introduced during the past year by the
Consolidated Car Heating Company. This control com-
prises a mercury thermometer which, through a rugged
relay, operates a magnetic switch. The thermostat and
the switch, with cover removed, are shown in the ac-
companying halftone.

MERCURY THERMOSTAT AND MAGNETIC SWITCH, WITH COVER
REMOVED, FOR ELECTRIC HEATER CONTROL

The conclusions that were reached by the investiga-
tors who reported on the device for the Underwriters'
Laboratories are as follows:

"1. Construction. The parts of this system are of
rugged construction, and are judged to be so designed
as to be properly safeguarded for use in automatically
controlling the temperature in street cars. The design
provides for the use of standard materials and the in-
closure in metal of the controlling operating parts
throughout.

"2. Operation. The circuit breaker is capable of car-
rying and breaking successfully and without undue haz-
ard, current of the value for which it is rated. This
conclusion is based upon the result of an operating test
quoted in this report."

This new control is now operating successfully on
more than 2000 cars, which is evidence of the indorse-
ment by railroad officials of the manufacturer's claim
that the use of the control results in economic use of
energy and satisfaction to passengers through the uni-
formity of car temperature.

The British Columbia Electric Railway's first-aid
class of the St. John's Ambulance Association was ex-
amined by Major Paulin, president of the association,
recently and first-aid certificates were granted to eleven
employees of the company.

According to the annual report of the Victoria (Aus-
tralia) Railway Commission, the electrification of the
Melbourne Suburban Railways has been considerably
retarded by the abnormal conditions created by the war.
In some instances the workshops of contractors for sup-
ply of machinery and equipment have been requisitioned
by the Imperial Government for the production of, war
munitions, and although every effort has been and will
continue to be made to expedite the undertaking, the
vital needs of the empire are paramount and everything
must therefore be subordinated thereto. It is not pos-
sible at this time, because of the prevailing conditions
as mentioned above to forecast the probable date of the
introduction of electric traction.

510

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 11

NEWS OF ELECTRIC RAILWAYS

READING TRAFFIC REPORT PRESENTED
John P. Fox Makes Suggestions for Improvements —
Company States Its Case

The report on the transit conditions in Reading, Pa.,
made by John P. Fox, transportation expert of the City
Club, New York, at the request of the Chamber of Com-
merce, has recently been made public. The report states
that the track as a whole is in good condition, although the
amount spent for maintenance last year, 5.72 per cent of
the operating revenue, is low. He recommends the intro-
duction of double tracks on several streets, and believes that
the company should not be obliged to install such expensive
paving as required by the city. A waiting room for sub-
urban passengers should be erected on Penn Square, or else
raised platforms in the street, as in Newark and San Fran-
cisco. A new carhouse should be erected promptly, not
only because the present one is not modern or fireproof,
but because it is dark and cars cannot properly be cleaned
in it. The track outside the carhouse should be put in good
condition. Twenty-five new cars are needed, as the present
rush-hour schedule allows for only one car in the shops and
many of the present cars are old. Near-side cars are rec-
ommended with possible consideration of trailers. Better
lighting and larger destination signs are needed. When
the cars are overhauled the ceilings should be painted white.
A trolley freight service should be installed on some of
the interurban lines. The company's traffic has been un-
fairly affected by jitneys, and some regulation of the jitneys
should be adopted. The management has shown efficiency
in operation, and the damage cost has been low. A tele-
phone dispatching system for city service is worth consid-
eration. Records of car loading show little overcrowding.
According to the report, "where the number of passengers on
a car is 125 per cent of the seats, the overcrowding is mod-
erate; 150 per cent is all that a car really ought to carry,
and is the maximum set by some companies; 175 per cent
is uncomfortably overcrowded, and anything over 200 per
cent is excessively overcrowded." An improvement in speed
can be made by omitting the half square stops, and making
stops 540 ft. apart. The city can well afford to be more
liberal in granting permission for short extensions, in view
of the fact that the main franchises are perpetual. On this
point the report says:

"If the Reading Traction management to-day were corrupt
or incompetent, if the service were poor and the cars badly
overcrowded, there might be some reason for the city to hold
up all applications for new privileges until the company was
willing to change its policy, or methods or its service. But
the company has been for the last two years well managed
by an executive noted for a broad public policy, who has giv-
en the best possible service with old equipment and done
more for the public than any previous official.

"Where a traction monopoly is a good one and asks for
privileges which will be of real public benefit, and where no
serious principle is involved, the city can do no harm in
granting new rights on the same conditions as have prevailed
in the past. The company, on the other hand, should realize
that times have changed, that franchises cannot be given
away freely and for nothing as in the past, and that city of-
ficials are more or less bound to stand up for the new princi-
ples of making grants. If both parties will then come to-
gether, with a willingness on the part of each to waive some-
thing, there should be no reason why an agreement could not
be quickly reached."

From reports filed with the Public Service Commission
for the year ending June 20, 1915, Mr. Fox finds the follow-
ing figures, based on the operating revenues: operating ex-
penses 59.8 per cent; net revenue, 40.2 per cent; taxes as-
signable to railway operations, 3.1 per cent; operating in-
come, 37.1 per cent; non-operating income, 14.7 per cent;
gross income, 51.8 per cent; deductions from gross income,
47.3 per cent; income balance 4.5 per cent. Of the deduc-

tions from gross income the rent for leased roads amounted
to 42.7 per cent. The charges against maintenance of way
and structures and of equipment, totaling 11.8 per cent, he
considered lo*w, and the power cost, 20.6 per cent, both of
operating revenues, high. For the iatter an improved return
circuit and coaster clocks or some similar device are recom-
mended. The report estimates the cost of the road and
equipment up to Nov. 1, 1915, as $5,203,200, which is $3.59
for every $1 of income. In conclusion, he recommends the
gradual improvement and extension of the property by the
owners, with co-operation and patience on the part of the
public.

The Reading Transit & Light Company, which controls
the lines in Reading, has issued a statement in regard to the
report in part as follows:

"The report is so extensive and exceedingly compre-
hensive in most respects that it has been impossible to do
anything but read it through hurriedly. In general it seems
to be very fair, as most of the points of criticism are cov-
ered by an explanation of what the transit company has done
or is doing to improve the conditions. A great many
improvements have been carried out since Mr. Fox was
here and the company has many plans in mind for future
improvements which will benefit the service.

"The report calls attention to the improvement which is
being made in the upkeep of the cars and new efforts that
are being made to have the cars properly cleaned. Consid-
erable has been accomplished since Mr. Fox's visit in the
way of bettering the condition of the cars and service, and
the company is anxious that the public should assist in
every way possible to keep the cars clean.

"The report points out that fifteen additional cars are
necessary and twenty-five will be desirable. Since Mr.
Fox's visit twelve cars have been added to the system and
three more are expected to be delivered during March.
The company has plans for increasing the car equipment
continuously to meet the requirements of the traffic.

"Additional lighting is being installed and an entirely new
system of illuminated destination signs will be placed on
the cars within a very short time.

"The company's shops have been rearranged recently and
made more efficient in every way, the aim being to con-
centrate all the car work at one place where it can be better
supervised. New trolley express service has been inaug-
urated.

"It is to be regretted that the financial matters could not
have been given as much thought and consideration by Mr.
Fox as the physical conditions of the property. Mr. Fox's
study, as he stated in his letter of transmittal, was 'neces-
sarily limited in its scope,' which did not enable him to be-
come thoroughly familiar with the financial situation of the
Reading properties and has led to many erroneous conclu-
sions. This is evident from the contradictory points of view
presented in the report, in which in one instance it is made
to appear that the company is operating at a deficit and is
not able financially to stand upon its own feet, as compared
with the inference in another part of the report that the
company is obtaining an abnormal return from operations
on the value of its property. This is evidently due to his
having taken the value of the railway property only on
the one hand, and the revenue from the railway property
and the electric property combined on the other hand. This
has resulted in showing a return of twice as much as it
actually is.

"The company appreciates the attitude taken by the
Chamber of Commerce in presenting the traction situation
to the public, as the general intention apparently has been
to treat it fairly by following out a constructive rather than
a destructive policy. With this same attitude on the part
of the public in general, the public and the transit com-
pany will be of benefit to each other and their efforts united
to produce the best results for the growth and prosperity
of the community."

March 11, 1916]

ELECTRIC RAILWAY JOURNAL

511

LEGISLATIVE INQUIRY SCENE SHIFTED TO ALBANY

On Saturday, March 4, on which day the Thompson legis-
lative investigating committee adjourned its hearings until
Thursday, March 9, the scene of activity was shifted to Al-
bany. There on March 6 the Assembly passed the joint res-
olution extending the time for the investigation of the Pub-
lic Service Commissions by the committee until July 1 and
giving the committee until Jan. 10, 1917, to make its final
report to the Legislature. The resolution was passed on
Feb. 29 by the Senate. The vote was unanimous.

On March 7 the matter of confirmation of the nominations
of Travis H. Whitney and Charles S. H.ervey by Governor
Whitman for appointment to the first district commission
came up. Senator Thompson, chairman of the committee
which has been investigating the Public Service Commission,
told the Senate finance committee that there existed in the
Public Service Commission for the First District an "inside
machine, or system," of which Mr. Whitney was the head
and front and through which the corporations had been ena-
bled to dominate the commission. Senator Thompson named
as other cogs in this machine Le Roy T. Harkness, assistant
counsel, and D. L. Turner, one of the principal engineers in
the service of the commission. The confirmation of Mr. Her-
vey was also opposed. The Senate finance committee was to
have considered the nominations in executive committee on
March 8, but the meeting was put over for a week. Senator
Thompson said that he would urge the appointment of a sub-
committee to call on Governor Whitman and ask him to
withdraw the nominations. The Governor said that he be-
lieved as firmly as ever that Mr. Whitney was the right man
for the place. Oscar S. Straus, present chairman of the
Public Service Commission, on March 8 denied the charges
of Senator Thompson that Travis H. Whitney, Leroy T.
Harkness and D. L. Turner forced their opinions on the
commissioners. Chairman Straus declared that if he were
to be deprived of the services of the men named he should
refuse to continue in office. He said:

"I would regard it as a calamity if the commission should
lose the benefit of the ability and devotion to duty of these
assistants. I accepted most reluctantly the appointment of
the Governor to the chairmanship of the commission, but it
came to me as an urgent call to render a public service and
to aid in rehabilitating the commission in public confidence.
I have given to it the best abilities that I possess, and if I
am to be deprived of the services of the men named I should
certainly refuse to continue in office."

John C. Wilson, characterized previously by H. M. Fisher,
secretary of the Interborough Rapid Transit Company, as a
chronic kicker, has announced that he proposes to sue for
the restitution of certain sums which he thinks were paid
out illegally.

VOTE ON $6,000,000 OF BONDS IN CINCINNATI ON
APRIL 25

On March 3 the Rapid Transit Commission of Cincinnati,
Ohio, adopted a resolution requesting the Council to submit
to the voters a bond issue of $6,000,000 for the construction
of the rapid transit belt line. Nothing was said regarding
the date of the election, but it has already been decided to
hold it in connection with the Presidential preferential
primaries on April 25.

The Interurban Railway & Terminal Company has sub-
mitted two plans for the joint entrance of its line and that
of the Cincinnati, Georgetown & Portsmouth Railway. It
has also submitted a plan for the entrance of the "Rapid"
division, which passes through Norwood.

The Cincinnati, Milford & Loveland Traction Company
has reported that the only feasible route for its connection
with the belt line is through Ault Park, and that if the
park commission refuses to sanction this plan it will retain
its present terminal at Madisonville.

The Cincinnati & Columbus Traction Company has in-
formed the commission that no definite assurance can be
given at present as to what will be done by the company.

Chief Engineer Krug has completed the details of the
various stations for the belt line. The main station will be
under the canal boulevard between Vine and Elm Streets.
A freight terminal will be located on the site of the old city
hospital.

APPEAL TO CALIFORNIA COMMISSION
Jitneys, Antique Franchises and Inequitable Taxation Cause
Excessive Burdens — The Commission's Reply

Nineteen electric railways, comprising the principal city
systems in California, have sent a communication to the
Railroad Commission describing the deplorable financial con-
dition of the properties and petitioning for relief. The
three principal problems for which a solution is required are
enumerated as follows:

First, and probably of most immediate importance to
street railways generally, is the question of auto-bus compe-
tition, now either wholly unregulated or where regulated, by
means which are unsound from an economic standpoint and
most unsatisfactory to the public, to the railways and to the
auto-bus operators.

Second, the advisability from all viewpoints of substitut-
ing for the present obsolete and burdensome form of fran-
chise a modern form under which the companies may, with
safety, finance extensions and make reasonable improve-
ments in service where the public interest requires.

Third, the method of taxation applicable to street rail-
ways, which imposes burdens upon that class of utilities not
borne by utilities generally, and which, by reason of consid-
erations at present controlling the revenue of street rail-
ways, is more onerous on that class than would be similar
methods applied to others.

While the railways realize that a suit is now pending in
the Supreme Court to determine the commission's jurisdic-
tion on the jitney-bus situation, it is admitted that more
jurisdiction than now obtains can be conferred by the legis-
lature, and the railways believe that a report from the com-
mission, based on a careful investigation of the subject, will
be received by the people and the legislature as authentic
and would form a basis for the enactment of necessary laws.
Under the present plan extensions of lines and improve-
ments in service have practically ceased, and many compa-
nies are operating at an actual loss. It is believed that
these losses aggregate $2,500,000 and that the loss to the
State alone from the gross earnings tax payable by the com-
panies amounts to at least $130,000. While some cities have
"solved" the problem by a purported exercise of the police
law, the means used are of such doubtful legality in some
cases as to be the source of threatened and actual litigation,
and they do not reach the fundamental principles involved.

In regard to franchises, the companies think the present
form is archaic. It imposes unnecessary burdens upon the
street railways and yields no substantial benefit to the pub-
lic. One trouble is their limited term. Toward the end of
a franchise there is no inducement to a company to extend
its lines or make improvements in service. But if the fran-
chises were indeterminate and contained adequate and equi-
table provision for the acquisition of the system by the city,
bonds could be sold for extensions and betterments, and the
system would be maintained at approximately 100 per cent
efficiency.

Finally, there are gross inequalities as regards taxation
between the steam railroads and the street railways, and
while the problem of taxation is being studied by other de-
partments of the State government, the commission should
have the facts brought before it. Among the most burden-
some requirements is that for paving at a cost far in excess
of anything contemplated when the original franchises were
accepted. It is believed that the cost solely for laying and
maintaining the pavements represent from 4 per cent to 10
per cent of the gross receipts in the companies. In this con-
nection the communication refers to the passage of an act
by the Massachusetts legislature in 1898, relieving the rail-
ways of paving obligations imposed upon them by their
franchises, an act which was subsequently upheld by the Su-
preme Judicial Court of Massachusetts.

In conclusion, the railways suggest a study of all of these
subjects by a committee including in its membership, if
possible, a commissioner and such of the commission's ex-
perts as are specially qualified for the undertaking. The
communication is signed by G. H. Weeks, Charles N. Black,
C. P. Cutten and W. A. Sutherland.

Replying to the committee, Max Thelen, president of the
commission, said that the street railway question was a diffi-
cult one, complicated by the fact that the local authorities

512

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 11

as well as the utilities and the commission are all interested.
The commission intends to continue its jitney-bus investiga-
tion, but in the matter of taxation, Mr. Thelen pointed out
that the commission has no jurisdiction and suggested that
the matter be taken up with the State tax commission. He
added that the commission would probably enter upon a
study of the franchise question for its own information and
would be glad to have any data or views which the compa-
nies could supply.

PHILADELPHIA TRANSIT PLANS MODIFIED

W. S. Twining, director of transit of the city of Phila-
delphia, has made public the revised plans of rapid transit
work decided upon by the new city administration. These
modify the original plans made by A. Merritt Taylor, Mr.
Twining's predecessor.

The plan now calls for a subway from Erie Avenue on
the north to Spruce Street on the south, along Broad Street,
and not from Olney Avenue to League Island, as originally
laid out. There will be only a four-track system from Erie
Avenue to Ridge Avenue, and only two tracks from Ridge
Avenue to Spruce Street, south on Broad Street. Mr. Tay-
lor had planned a four-track line from Olney Avenue to
Arch Street and then the same number of tracks diagonally
under the westerly foundations of City Hall and down to
Spruce Street. Now only two tracks will run under City
Hall and beneath only a small section of the southwest cor-
ners of the foundation walls.

The much-discussed delivery loop will really be no loop
for the present. It will run in two tracks south on Ridge
Avenue from Broad Street to Eighth and Market, thence
south to Walnut and west to Sixteenth Street. At the lat-
ter point it will dead-end for the present and trains will be
switched back from there, as they will do at both the north-
erly and southerly terminus of the Broad Street line. The
loop and the Broad Street line will not be connecting save
from Ridge Avenue north and by a different level at Broad
and Walnut Streets. The ends of the lines, which are in-
dependent and not essentially co-operative under the new
plan, are designated by Director Twining as stubs until the
city is financially able to push the work further. This
means that the connection for the Parkway extension and
the Roxborough elevated is a matter for the future. The
Frankford elevated will run only to Bridge Street in that
section. League Island will have to wait as will the sec-
tion north of Erie Avenue and the Darby and Woodland
Avenue lines.

The Keystone State Construction Company, which was
awarded the contract for the work around City Hall and had
made considerable progress until work was ordered stopped
a few days ago, will be retained, but with the department
of city transit having supervision over its allowance. The
company will have to do under the new plan only a small
part of the work which was originally contracted for at
$1,700,000.

WILKES BARRE STRIKERS ASK $90,000 DAMAGES

Denying all averments of the Wilkes-Barre (Pa.) Railway
as to acts of lawlessness, the employees of the company
who are on strike have filed an answer to the injunction suit
and demand $90,000 for loss of wages, claiming the com-
pany refused to continue its agreement to arbitrate the
wage question. The strikers contend that they did not vio-
late the agreement concerning arbitration and say that they
were prepared to negotiate a contract when the company
refused to confer further with the committee representing
the strikers.

The company has demanded damages of $200,000 from
the strikers, alleging violation of contract, but the strikers
answer that the company has suffered no loss through any
act of the men. The men also claim that it was under-
stood at the time arbitrators were named that a flat rate
wage and not a sliding scale was to be fixed. It is claimed
that the men protested at once, and that they received
their pay under the award of the arbitration board under
protest. The strikers answer that the arbitration board
has not completed its duties and that the award that was
filed has been rescinded by an act of a majority of the
board.

PENNSYLVANIA REPORT REFERS BRIEFLY TO
ELECTRIFICATION

The pamphlet report of the Pennsylvania Railroad for
the year ended Dec. 31, 1915, contains the following para-
graphs dealing with electrification:

"The electrification of the main line suburban zone from
Broad Street Station to Paoli, explained in previous reports,
was completed, and the operation of multiple-unit electric
trains was inaugurated on Sept. 4, 1915.

"The proposed electrification of the main line across the
Allegheny Mountains, between Altoona on the eastern slope
and Conemaugh on the western slope, referred to in previous
reports, received further consideration. Electric traction
would facilitate the heavy traffic movement on this difficult
section of your main line and effect a saving in operating
expenses, but the company prefers to obtain the benefit of
the experience of other lines in the use of electric traction
for heavy freight trains, and to see a further expansion of
its own revenues before procuring the new capital required
for this important project."

60 IN. OF SNOW IN VANCOUVER IN TWO MONTHS
Record Snowfall in Coast Cities — British Columbia Electric
Railway Abandons Eight-for-a-Quarter Tickets

The severe weather conditions experienced recently at
Vancouver, B. C, are believed to be without precedent in the
annals of the coast cities of British Columbia. The records
of the meteorological office date back to fifty-five years,
but they do not disclose conditions similar to those which
prevailed during January and February of this year. The
recorded snowfall in the city of Victoria during the months
mentioned was 76.6 in. and in the city of Vancouver about
60 in. During the first week in February about 33.6 in.
of snow fell in Vancouver, while during the month of Janu-
ary 26.4 in. fell.

Notwithstanding these severe conditions the British Co-
lumbia Electric Railway, Ltd., maintained city and inter-
urban service on the mainland practically without interrup-
tion. The company was not so fortunate, however, in Vic-
toria, where the service was tied up for two days. This
was due primarily to the breaking of one of the trans-
mission lines under the heavy snowfall. It resulted in a
service interruption of one hour. During this space of
time the snowfall was exceedingly heavy and on the re-
sumption of the power supply the cars were completely
snowed in. The company has been congratulated by the civic
and municipal authorities, boards of trade and other public
bodies for its efforts to contend successfully with the unpre-
cedented conditions.

A number of jitneys resumed operation immediately on
the disappearance of the snow, but not to the same extent
as in 1915. On Jan. 1, when the municipal and provincial
licenses became due, 190 jitneys took out licenses and fur-
nished the necessary bonds in the city of Vancouver. Since
that date, however, sixty of these licenses have been can-
celled because of the failure of the applicants to meet the
payment due in respect of indemnity bonds. This number
compares with 670 jitney bonds filed in 1915.

As stated in the Electric Railway Journal of May 15,
1915, page 959, the company introduced a system of cheap
tickets on May 10 of last year, selling eight for 25 cents
without transfer privilege. This was advertised by the
company as an experiment until Dec. 31, 1915. This radical
cheapening of fares increased largely the number of pas-
sengers carried on the cars in the cities of Vancouver and
Victoria without, however, any compensating increase in
revenue. The sale of this class of ticket was discontinued'
at the close of the year and six tickets for 25 cents with
transfer privilege were substituted therefor. This change
has been favorably received by the traveling public and up
to Feb. 25 the number of passengers carried on the cars
was considerably in excess of the number carried during
the same period in 1915, notwithstanding the fact that
there has been no increase in the population. This indicates
that the company is now carrying many persons who previ-
ously patronized the jitneys.

The company operates 169 miles of city railway and 181
miles of interurban railway.

March 11, 1916]

ELECTRIC RAILWAY JOURNAL

513

CONFERENCES ARRANGED ON DALLAS FRANCHISES

Conferences have been arranged between the City Com-
missioners of Dallas, Tex., and the representatives of Stone
& Webster at which the differences with respect to the pro-
posed franchises of the street railway and the lighting prop-
erties will be considered. Meanwhile the summary sheets
of the report of E. W. Bemis, referred to in the Electric
Railway Journal of Feb. 26, page 417, are being received
in Dallas. The itemized report is expected to follow shortly.
In order that the voters may acquaint themselves thor-
oughly with every proposition before voting on April 4 the
book containing copies of all proposed charter amendments
to be voted upon at the coming city election and of the
franchise ordinances which the city proposes to pass for
the regulation of street railway and lighting companies will
be published at once by the city and a copy mailed to every
voter.

SINGLE-PHASE FOR NEW YORK CONNECTING
RAILWAY

It is understood that the committee of engineers to which
was referred the question of the type of electrical equip-
ment to be used on the New York Connecting Railway has
reported in favor of the single-phase system for the entire
line. The route extends from Port Morris, north of the
Harlem River, over a bridge to Long Island, extending
southward to Bay Ridge, a total distance of about 20 miles.
However, from Fresh Pond Junction to Bay Ridge the tracks
of the Long Island Railroad will be used, thus making only
8 miles of new route construction. The road will be double-
tracked for its entire length and there will be about 10
miles of yard trackage at Bay Ridge, where there are lo-
cated unloading piers for the car floats, which transfer
freight from the Pennsylvania lines on the Jersey shore.
Including this yard the track mileage to be electrified will
amount to approximately 50 miles. The route will be used
for both freight and passenger service, the passenger trains
running over a connection to the Long Island tracks at As-
toria and from there through the tunnel under the East
River to the Pennsylvania Railroad station on Manhattan
Island. The lines will be placed in operation some time
between the months of January and April, 1917.

EMPLOYEES SCHOOL AT BRADFORD ATTENDED
BY WOMEN

The latest addition to the municipal institutions of Brad-
ford, England, is the tramway school. It has been estab-
lished only a short time, and it was intended primarily to
enable men to be taught the duties of trainmen of the city
tramcars. Twenty young women have now entered the
service of the tramway department as potential conductors,
and they are learning the theoretical part of their work in
the tramway school. The decision to employ women on the
Bradford trams was arrived at reluctantly by the tramways
committee, but war conditions made this the only course
possible to enable the service to be maintained. Everything
is being done to make as agreeable as possible for the
women a type of work which the committee has so re-
luctantly engaged them to undertake. Though their hours
of duty will be practically the same as those of the men,
the women will have double the customary time for meals.
Special arrangements have been made to provide them with
separate accommodation for meals and rest, and they will
be under the control of a woman superintendent. Their rate
of pay will be the same as that of the men, and they will be
provided with suitable uniforms. The schoolroom embodies
a peculiar combination of the customary features of a class-
room and those which tramway work demands. There is a
blackboard, and several rows of desks are ranged down one
side of the room, but the other side is occupied by a skeleton
tramcar. The women students in the school are only
partially concerned with matters relating to the operation
of the car. Their teaching chiefly centers around the value
of tickets, the rules and regulations of the service, their
duties as to stopping places, and the numerous facts which
it is possible to impart without actual service on the routes.

The tramways and electric lighting committee of the
Liverpool Corporation has decided that, as far as possible,
vacancies arising in the electrical department shall be filled
by soldiers and sailors discharged through disablement, sub-
ject, of course, to suitable qualifications.

ADVISORY COMMISSION FOR TORONTO

Special legislation will have to be secured before a per-
manent transportation commission can be established in
Toronto, Ont., to manage, control, operate and supervise
transportation facilities within the city limits. This is the
opinion expressed by City Solicitor Johnston in a report
made to the Board of Control. It was possible such a
commission might be created following a favorable vote of
the people, but even then legislation would have to be ob-
tained for the transfer of the statutory powers now vested
in the city engineer to the new body. The City Council,
however, had the power to appoint an advisory commission,
but any action that might be necessary to give effect to
recommendations made by such a body would have to be
authorized by the Council.

DECISION IN TACOMA CASE

The United States Circuit Court of Appeals at San
Francisco, Cal., has affirmed the decision of the District
Court of Washington in the case of the Old Colony Trust
Company against the city of Tacoma. The lower court
decided the municipality had a constitutional right to
nullify a franchise that had been given to the Tacoma
Railway & Power Company. The Old Colony Trust Com-
pany was trustee for the bondholders of the power com-
pany. In 1905 a franchise for twenty-five years was
granted to the power company to sell electricity for heat-
ing and power purposes. The privilege of selling power
for lighting was not given. In 1913 the Tacoma Railway
& Power Company, according to the municipality, entered
into a contract with the Northern Pacific Railway to supply
light. When the power company refused to rescind the
contract, the Tacoma City Council ordered the franchise
revoked on the ground that its provisions had not been
observed. The Old Colony Trust Company appealed.

"AMERICA'S ELECTRICAL WEEK"

This name has been selected by the campaign executive
committee of the Society for Electrical Development as the
official name for the great electrical celebration, Dec. 2 to 9,
1916. A start has already been made on the nation-wide
campaign which from every indication will surpass even
the wonderful results accomplished by the 1915 "electrical
prosperity week." The campaign executive committee has
eleven members and there is also an advisory committee of
twenty-six, representing the jobbers, central stations, manu-
facturers, contractors and the electrical industry at large.
The campaign will again be conducted under the auspices
of the Society for Electrical Development, which so com-
petently handled the big affair last year.

City Rejects Company's Lighting Proposal. — The city of
Fort Wayne, Ind., has rejected the proposal made by the
Fort Wayne & Northern Indiana Traction Company to take
over the lighting of the city under a contract which the
company estimated would save the city more than $300,000
in ten years.

Conference on Pittsburgh Subways. — The City Council of
Pittsburgh, Pa., sitting as the committee on public service
and surveys, has decided to take up the question of the
construction of a subway and has adopted a motion asking
Attorney A. O. Fording of the Pittsburgh Subway Com-
pany and Attorney A. E. Anderson of the Pittsburgh
District Railways to confer with members.

Railway Man Reported Accused. — A press cable to the
United States from Manila, dated March 4, stated that
Percy Farrant, auditor of the Manila Electric Railroad &
Light Company, had been arrested. It is said he is charged
with embezzlement of funds amounting to $50,000 extending
over a period of seven years. Mr. Farrant has been con-
nected with the company in Manila since it began opera-
tions in 1905.

$345,000 Requested for Power Improvements in Cleveland.

— Fielder Sanders, street railway commissioner, has been
petitioned by the Cleveland (Ohio) Railway for permission
to spend $345,000 in the improvement of the Cedar Avenue
power station, the equipment of which has become obsolete.
The company states that $95,000 will be taken from the
maintenance fund and $250,000 would be classified as cap-

514

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 11

ital. Commissioner Sanders is making an investigation to
determine whether it will be cheaper to make the improve-
ment or purchase power. He is said to favor the submis-
sion of bids for power in order to determine the question.

Widening of Broadway Devil Strip Suggested. — The Pub-
lic Service Commission for the First District of New York
on the recommendation of Clifton W. Wilder, its electrical
engineer, has called the attention of Borough President
Marks and the Board of Estimate to the necessity of widen-
ing the strip between the car tracks, especially in Broadway.
At present there is a stretch of 13,120 ft. of track along
Broadway in the section where the permanent roadway had
not been restored since the new subways were constructed,
and Mr. Wilder said that gave an excellent opportunity for
the alteration of the present lines.

New Wage Scale on Cleveland Suburban Line. — The

Cleveland, Southwestern & Columbus Railway, Cleveland,
Ohio, has reached an agreement with its employees which
provides that for the first three months of the first year
new men work their compensation shall be fixed by the
company, probably 22 cents an hour. For the remainder of
the year the wages are to be 28 cents. The second year
the men are to receive 30 cents and the third year and
thereafter, 32 cents. The old scale began with 22 cents for
the first year and increased 2 cents each year to 30 cents.
The new scale will go into effect on April 1.

Newport Franchise Negotiations Apparently Fail. — Nego-
tiations between the South Covington & Cincinnati Street
Railway and the Commissioners of Newport, Ky., relative
to the renewal of its franchise were broken off on March 2.
Mayor Livingston and one of the commissioners favored a
continuation of negotiations in the belief that an agree-
ment could finally be reached, but the other commissioners
overruled them. The commissioners demanded a rental
of $10,000 a year for the use of the streets. The company
offered $3,000. It is said that the city will now seek
through the courts to collect $1,000 a month rental for the
use of the streets.

Interurban Roads Must Pay Excise Tax. — In the case of
the State of Ohio against the Cincinnati, Milford & Love-
land Traction Company, the Ohio Supreme Court handed
down a decision on Feb. 28 to the effect that interurban com-
panies must pay the excise tax on the portion of fares paid
to street railways for the use of their tracks, the same as
on other passenger income. Suit was brought against the
company for the recovery of $237 tax on money paid to the
Cincinnati Traction Company for the use of its tracks. The
interurban railway paid the city company 3 cents of each
fare collected within the city, and contended that this should
not be included in its gross receipts, because it did not
receive the benefit from it. The lower courts had held for
the State.

Doherty Men Discuss One-Man Cars and Package Freight.

— A consultation of the traction heads of the Doherty or-
ganization was held recently in New York. In attendance
were F. R. Coates, president of the Toledo Railways & Light
Company; J. H. Van Brunt, vice-president of the St. Joseph
Railway, Light, Heat & Power Company; A. B. Paterson,
general manager of the Meridian Light & Railway Com-
pany; R. L. Lindsey, general manager of the Durham Trac-
tion Company; B. Waller Duncan, general manager of the
Cumberland & Westernport Electric Railway Company;
R. F. Carbutt, railway engineer, and W. W. Lowe. One-
man operation, the development of package freight business,
a central bureau for Doherty advertising and other matters
were discussed.

Million Dollar Terminal for Coney Island. — The Public
Service Commission for the First District of New York has
authorized the New York Municipal Railway Corporation
(Brooklyn Rapid Transit System) to award the contract
for the construction of the Coney Island terminal to the
Lord Construction Company, the lowest bidder, for $1,279,-
274. The company is to furnish the materials and the
contractor to do the work of erecting and installing, includ-
ing track-laying, station finish, etc. The contract, which
has already been approved by the commission, provides for
the construction of the terminal, including concrete pile
foundations and the erection of an elevated structure there-
on, the construction of four elevated stations, including

trainmen's quarters in Stillwell Avenue and Brighton Beach
stations, interlocking towers, etc., and the maintenance of
existing operating facilities during construction.

Extension in New York Elevated Signal Order. — The Pub-
lic Service Commission for the First District of New York
has granted to the Interborough Rapid Transit Company an
extension from March 1 to March 20 of the time within
which to indicate its acceptance of an order to install an
experimental system of signals on its elevated railroad
lines. On April 27 of last year the commission adopted an
cider for an experimental system which was to be "capable
of preventing collisions and so designed as to permit the
operation of the maximum number of trains." The com-
mission finally admitted that there was force in the com-
pany's contention that the execution of the order was really
impossible since any system which would absolutely pre-
vent collisions must retard service. The resolution has ac-
cordingly been modified so as to provide for the installation
by Sept. 1 next of one or more experimental systems of
signals which will afford protection against collisions and at
the same time reduce the capacity of the lines as little as
possible, and the company is to report thereon by March 1,
1917.

PROGRAMS OF ASSOCIATION MEETINGS

New York Railroad Club

The annual electrical night of the New York Railroad
Club will be held at the Engineering Societies Building, 29
West Thirty-ninth Street,. New York, on the evening of
March 17. A paper will be read at the meeting by George
Gibbs of Gibbs & Hill, New York, on the report of the com-
mittee on smoke abatement and railway terminal electrifi-
cation, which was abstracted in the Electric Railway
Journal for Dec. 4 and Dec. 11, 1915. A number of promi-
nent engineers are expected to discuss the paper.

Wisconsin Electrical Association

The Wisconsin Electrical Association's annual convention
will be held in the club room of the Hotel Pfister, Milwau-
kee, Wis., on March 16 and 17. On March 16 there will be
a joint session with the Wisconsin Gas Association. The
following is a list of subjects on which papers will be
presented:

"Attitude of the Wisconsin Railroad Commission on Se-
curity Issues," by Harold L. Geisse, secretary of the Rail-
road Commission of Wisconsin.

"A Review of State Legislation During the Past Ses-
sion," by John B. Sanborn of Sanborn & Blake, Madison,
Wis.

"Methods of Taxation of Public Service Companies in
Wisconsin and Why Taxes Have Been Increasing Annu-
ally," by T. E. Lyons of the Wisconsin Tax Commission.

"Outdoor Substations," by H. W. Young, president of the
Delta Star Electric Company, Chicago.

"Rates for Residence Electric Service," by A. C. Babson,
manager of the Wisconsin Gas & Electric Company, Water-
town.

"Street Lighting Rates and Contracts," by G. W. Van
Derzee, assistant to the vice-president of The Milwaukee
Electric Railway & Light Company.

"Two Years' Experience With One-Man Car Operation,"
by R. M. Howard, general manager of the Wisconsin Rail-
way, Light & Power Company, Winona, Minn.

"The Telephone Company and the Electric Utility," by
S. O. Seymour, general manager of the Wisconsin Telephone
Company, Milwaukee.

S. B. Way, vice-president and general manager of The
Milwaukee Electric Railway & Light Company, in conjunc-
tion with the Wisconsin Electrical Association's committee
on overhead distribution, will discuss the subject "The Na-
tional Electrical Safety Code."

Another subject scheduled for discussion is "Automatic
Current Limiting Circuit Breaking for the Protection of
Railway Feeders and Rotary Convertors."

The entertainment feature will be a banquet in the fern
room of the Hotel Pfister at 7 p. m., on March 16. Speak-
ers of national reputation, among them Lou J. Beauchamp,
famous Chautauqua lecturer, will be present.

March 11, 1916]

ELECTRIC RAILWAY JOURNAL

515

Financial and Corporate

I. C. C. ISSUES ACCOUNTING ANSWERS
Another Series of Questions and Tentative Answers Under
the Uniform System of Accounts Prescribed by
Commission for Electric Railways

Another series of tentative answers to questions raised
in connection with the uniform system of accounts pre-
scribed by the Interstate Commerce Commission for electric
railways has just been released by the commission. As
these answers have not received the formal approval of the
commission, however, it should be understood that the
decisions do not represent its final conclusions and that
they are subject to such revision as may be thought proper
before final promulgation in the accounting bulletins of
the commission. The questions raised and the answers made
to them follow:

Q. To what account should be charged an attorney's
fee in connection with a suit to annul an electric light
franchise?

A. To operating expense account No. 86, "Law Ex-
penses," unless the lighting business is accounted for as
an auxiliary operation, in which case the expense should
be charged to income account No. 214, "Auxiliary Opera-
tions— Expenses."

Q. A company was required under the terms of its
franchise to do extensive grading in connection with the
initial construction of tracks. No distinction was made
as between the amount of grading which would have been
necessary to construct an electric railway and the amount
of grading done in excess thereof in order to comply with
the city's requirements. Will it be proper to charge the
entire cost of such grading to road and equipment account
No. 504, "Grading"?

A. The entire cost of grading a street in connection
with the initial construction of the track should be included
in road and equipment account No. 504, "Grading."

Q. A company owning certain ocean front lots, the cost
of which is included in road and equipment account No. 503,
has found it necessary to construct a sea wall to prevent
the land from being washed away. To what account should
the cost of the wall be charged?

A. To account No. 503, "Other Land Used in Electric
Railway Operations."

Q. To what account should be charged an assessment
against a street railway for its share of the cost of elimi-
nation of a grade crossing, resulting in the elevation of a
steam road crossing over that of the electric railway?

A. To road and equipment account No. 516, "Crossings,
Fences and Signs."

Q. To what account should be charged an electric rail-
way's proportion of the cost of building a city street over
the electric railway's right-of-way?

A. To road and equipment account No. 516, "Crossings,
Fences and Signs."

Q. Occasionally a company sells material from stores
and a small percentage is added to cover the expense of
handling, etc. To what account should the added per-
centage be credited?

A. As the added percentage represents principally cost
of handling, it should be credited to operating expense ac-
count No. 95, "Store Expenses."

Q. Under the terms of a mortgage a company is re-
quired to keep the proceeds of certain bonds in a fund to be
used only in payment for newly acquired property. Under
what balance sheet account should the amount of this fund
be entered?

A. If such funds are held by trustees or have been
specially deposited, the amount thereof should be included
in balance sheet account No. 408, "Special Deposits."

Q. A number of years ago a company sold bonds at par.
These bonds are now due and refunding mortgage bonds,
due twenty-five years hence, are being issued at 90. Is it

permissible to amortize the 10 per cent discount on the
refunding mortgage bonds throughout the twenty-five
years?

A. Either the 10 per cent discount on the refunding
mortgage bonds should be amortized over the life of such
bonds by uniform monthly charges to income account No.
222, "Amortization of Discount," or the option may be
exercised of charging all or any portion of the discount
remaining at any time unextinguished to profit and loss
account No. 313, "Debt Discount Extinguished Through
Surplus."

Q. In what balance sheet account should interest paid
in advance on notes payable be included?

A. In account No. 420, "Other Unadjusted Debits."

Q. Under the sinking fund provisions of a mortgage a
company is required to set aside annually from surplus,
and pay to trustees, specified sums for the purpose of re-
tiring the bonds issued under the mortgage, (a) What
is the correct accounting for the amounts thus set aside?
(6) How should bonds issued or assumed by the account-
ing company and purchased by the trustees of the sinking
fund be accounted for?

A. (a) The specified sums set aside annually from
surplus for sinking fund purposes should be charged to
profit and loss account No. 309, "Appropriations of Sur-
plus to Sinking Fund and Other Reserves," and credited
to balance sheet account No. 449, "Sinking Fund Reserves."
When the sums set aside are paid to the trustees of the
sinking fund, balance sheet account No. 402, "Sinking
Funds," should be charged and account No. 407, "Cash,"
credited. (6) If the trustees purchase bonds issued or
assumed by the accounting company at a discount, the
amount of discount realized should be charged to account
No. 402, "Sinking Funds," and concurrently credited to
account No. 306, "Miscellaneous Credits." If the bonds
are purchased at a premium, the amount of the premium
paid should be credited to account No. 402, "Sinking
Funds," and concurrently charged to profit and loss ac-
count No. 317, "Miscellaneous Debits." When the re-
acquired bonds are canceled, account No. 402, "Sinking
Funds," should be credited and account No. 427, "Funded
Debt Unmatured," charged with the par value of the bonds.
Concurrently, account No. 449, "Sinking Fund Reserves,"
should be charged and account No. 448, "Funded Debt Re-
tired Through Surplus," credited with the amount of sur-
plus expended in the discharge of the principal (less the
discount, if any, suffered at the time of sale) of the bonds.
(See case 312 and note B of account No. 448, "Funded Debt
Retired Through Surplus.")

Q. (a) To what account should be charged the cost of
labor for changing advertising cards in cars? (6) To
what account should be credited the revenue received for
the privilege of placing these cards in cars?

A. (a) To operating expense account No. 78, "Other
Transportation Expenses," unless the employees perform-
ing such work are also engaged in other duties, and the
amount involved in connection with changing or caring
for the cards is small and not readily ascertainable, in
which case there is no objection to including such expense
in the account to which such employees' wages are ordi-
narily charged, (b) To operating revenue account No.
110, "Station and Car Privileges."

Q. (a) To what account should be charged the cost
of labor for removing ballast, ties, rails, rail fastenings
and joints, and special work in connection with the re-
newal of such items? (6) To what account should be
charged the cost of labor for removing foundations for
elevated structures, bridges, trestles and culverts, general
office buildings, shops and carhouses in connection with
their renewal?

A. (a) To operating expense account No. 8, "Track
and Roadway Labor." (b) To the operating expense
accounts to which is chargeable the cost of repairs of the
structures.

Q. To what account should be charged commissions
allowed trustees, acting under a sinking fund provision
of a mortgage, for redeeming bonds?

A. These items should be charged to income account No.
225, "Miscellaneous Debits."

516

ELECTRIC RAILWAY JOURNAL [Vol. XLVI1, No. 11

ANNUAL REPORTS

British Columbia Electric Railway, Ltd.

The statement of income, profit and loss of the British
Columbia Electric Railway, Ltd., Vancouver, B. C, for the
year ended June 30, 1915, follows:

Income £3G9,656

Registration fees, etc 236

Total £369,892

Renewals maintenance £167,888

Directors' fees 1,049

Special remuneration to chairman's assistant 1,253

Office rent, salaries, etc 5,610

Income tax provision 10,000

Trustees fees 877

Capital amortization fund 2,554

Total £189,231

Balance £180,661

Balance brought forward from previous year 6,884

Transfers from reserve fund 60,000

Total £247,545

Interest on debentures and debenture stock 132,879

Balance £114,666

The number of passengers carried in 1915 was 46,330,096
as compared to 63,429,023 in 1914, a decrease of 17,098,927,
or almost 27 per cent, while the income after charging re-
newals maintenance in the last fiscal year was £201,768 as
compared to £410,229 in the preceding year, a decrease of
£208,461, or 50.8 per cent. During the year the company
paid the usual 5 per cent dividend of £72,000 on its cumu-
lative perpetual preference stock, but on the preferred ordi-
nary stock only 2.5 per cent was paid as compared to 6
per cent for the preceding seven years, while the 8 per
cent dividend maintained for seven years on the deferred
ordinary stock was in the last year cut to nothing. In
order to make the dividend payments that were completed
it was necessary to transfer £60,000 from the reserve fund.

Owing to the war, and especially to the resultant par-
alysis of the shipping trade, commercial depression of the
most acute severity prevailed throughout British Columbia
during the year, and this depression was responsible for
an estimated decrease of 30 per cent in population in the
districts served by the company. The spending power of
the remaining population was reduced, and a general tend-
ency to economize resulted.

Besides the business depression, the company was forced
at the beginning of 1915 to meet the serious difficulty aris-
ing from jitney competition. To meet this the company
made an experimental reduction of some of its fares, but
as the result of this plan proved disappointing, it is now
adopting other measures to cope with the situation. In
the company's opinion it has been proved that cities of the
size of those served by it cannot support a thoroughly
efficient and convenient railway service and also an un-
restricted jitney service. The present jitney situation in
Vancouver and the results of higher fares are described on
page 512 of this issue.

The business depression and the jitney competition com-
bined made it impossible for the company, notwithstanding
the most rigid economy, to operate its system at a profit.
During the year the operating and all other expenses of
the company were drastically reduced, but the full effect
of this is not apparent in the year's account. On June 30,
1915, the arbitration board reduced the wages of employees
by about 8.5 per cent, which will represent a saving of
about £22,000 a year. It is estimated that the various
economies put into force during the current year, together
with the wage decrease, will amount to a reduction in ex-
penditures of nearly £200,000 as compared to the returns
for the year ended June 30, 1914, but against this economy
there is already during the first four months of the current
year a decrease in gross earnings of £124,147.

The expenditures on capital account during the last year
by the company and its subsidiaries were £180,528 as com-
pared to £847,422 for the preceding year. Practically the
whole of these expenditures were for work authorized and
entered into prior to June 30, 1914. The company holds as
part of its liquid assets £100,000 of the last war loan. The
employees and officers have been contributing 1 per cent of
their salaries to a local patriotic fund, these contributions
amounting to £2,631 up to Oct. 30, 1915.

London Street Railway

The gross earnings of the London (Ont.) Street Railway
for the year ended Dec. 31, 1915, amounted to $398,856, an
increase of $22,963 over the preceding year's returns.
Of this total, passenger traffic accounted for $393,299, an
increase of $22,383. The total operating expenses amounted
to $275,212, an increase of $7,311, which arose from in-
creases of $3,886 in maintenance of way and structures,
$7,512 in transportation expense for car service and $5,361
in general expenses, and from decreases of $5,623 in mainte-
nance of equipment and $3,286 in transportation expenses for
power. The net earnings for the last fiscal year amounted
to $123,645, an increase of $15,651, while the total deductions
rose only $844, so that the net income amounted to $90,852,
an increase of $14,807.

During the year $42,189 was expended in construction and
equipment. The passengers carried in 1915 totaled 10,801,-
531, as compared to 10,286,488 for the preceding year, and
the car earnings per revenue passenger rose from 3.64
cents to 3.68 cents. Including transfers, the total passen-
gers were 12,566,598, as compared to 11,984,411 in 1914, and
the car earnings per passenger increased from 3.09 cents to
3.13 cents. The gross earnings per car-mile increased from
19.69 cents to 20.48 cents, the operating expenses per car-
mile from 14.03 cents to 14.14 cents and the net earnings
per car-mile from 5.66 cents to 6.35 cents. The gross earn-
ings per mile of track showed an increase from $10,682 to
$11,334.

RAILWAY MATERIALS SHOW HIGHER COST
Kansas City Railways Testifies to Increased Prices, Slow-
ness of Deliveries and Scarcity of Some Products

That the increasing cost of electric railway supplies is felt
by more electric railways than those consulted by the Elec-
tric Railway Journal in the preparation of the article on
this subject appearing in the issue of March 4, page 471, is
evidenced by the opinion of E. E. Stigall, purchasing agent
Kansas City (Mo.) Railways, as expressed in the first issue
of the Kansas City Railways Bulletin, just published. Aside
from the high prices prevailing at the present time, says
Mr. Stigall, there has been considerable delay in deliveries
of material, and in some cases unsatisfactory substitutions
owing to the difficulty of obtaining certain raw products.

Steel, copper, lead and tin products are usually understood
to be the most important materials necessary for railway
construction and maintenance. The present base price on
steel bars and shapes is $2.10 per hundredweight f.o.b.
Pittsburgh, Pa., this being an increase of approximately
100 per cent over the price two years ago. Bare copper
wire is sold at a base price of approximately 30 cents per
pound f.o.b. New York, whereas during the last two years
this price was as low as 15 cents per pound. Lead has in-
creased from 4 cents per pound to 6.5 cents per pound. Tin
has risen from less than 30 cents to 42 cents per pound,
while zinc has gone up from less than 10 cents to 21 cents
per pound. Similar increases are found in the cost of rubber,
leather, cotton fabrics and lumber.

In regard to materials that are dependent on imports from
foreign countries, Mr. Stigall states that it is found to be
practically impossible to obtain rattan, high-grade bristle
brushes and special grades of steel, which include alloy
materials necessary to produce certain characteristics —
manganese and tungsten being the principal metals for this
purpose. High-speed tool steel, which was formerly pur-
chased for less than $1 per pound, costs to-day more than $3
per pound on account of this special treatment.

It is difficult even to obtain materials at the high prices
shown, for it is necessary to place orders for delivery from
three to six months prior to the date when the material is
needed for actual use. It is also difficult to obtain prompt
service .from the railroads because of weather conditions,
unusually heavy shipments, and blockade at the Eastern
yards, resulting in a scarcity of cars, on account of lack
of sufficient vessels for export shipment. When, as Mr.
Stigall says, his company burns daily approximately twenty-
five cars of coal at its power plants, and receives each month
probably fifty cars loaded with different materials at the
store yards, it is evident that slight interruptions in the
regular service of the railroads seriously affects the opera-
tions of the electric line.

March 11, 1916]

ELECTRIC RAILWAY JOURNAL

517

Ardmore (Okla.) Electric Railway. — Payment was not
made on Feb. 23 for the Ardmore Electric Railway, sold
under foreclosure on Jan. 31. The road will be advertised
and resold.

Biddeford & Saco Railroad, Biddeford, Me. — The annual
report of the Biddeford & Saco Railroad shows that the
railway operating revenues for 1915 were $68,865 as com-
pared to $68,932 for the preceding year, a decrease of only
$66. The railway operating expenses, however, amounted
to $51,880 as compared to $47,572, a decrease of $4,308, so
that the net revenue from railway operation at $16,985
represented a decrease of $4,374. The taxes on real and
personal property totaled $2,032, and interest on funded
debt, $6,000.

Chicago & Milwaukee Electric Railroad, Highwood, 111. —

The income statement of the Chicago & Milwaukee Electric
Railroad for 1915 shows total operating revenue of $911,669,
as compared to $958,111 in 1914. The total operating ex-
penses were $608,826, as compared to $609,692 the previous
year. The net operating revenue was $302,842, as compared
to $348,419, and the gross income was $342,507, as com-
pared to $370,379. Fixed charges, taxes, etc., were $55,000
and interest on receivers' obligations was $68,034, making
a total of $123,034, as compared to $118,160 in 1914. The
net income was $219,473, as compared to $252,219 for the
previous year.

Choctaw Railway & Lighting Company, McAlester, Okla.
— Judge Ralph E. Campbell, in the Federal Court at Mus-
kogee, has authorized the sale of the properties of the Choc-
taw Railway & Lighting Company. The date of the sale is
left with the master commissioner, Allen Wright. The sale
will be within the next thirty days. The court has author-
ized receivers' certificates for $130,000 for immediate im-
provements.

Des Moines (Iowa) City Railway. — Harris, Forbes & Com-
pany, New York, N. Y., and Boston, Mass., and the Harris
Trust & Savings Bank, Chicago, 111., are offering for sub-
scription at 97% and interest to net about 5.20 per cent
$2,280,000 of Des Moines City Railway general and re-
funding mortgage 5 per cent twenty-year gold bonds dated
Jan. 1, 1916, and due Jan. 1, 1936. The bonds are redeem-
able on any interest payment date at 105 and interest. The
bonds are in coupon form in the denomination of $500 and
$1,000 with the privilege of registration as to principal only.
The Harris Trust & Savings Bank is trustee under the
mortgage securing the bonds. The terms of the refinancing
of the Des Moines City Railway were referred to at length
in the Electric Railway Journal of Feb. 12, page 332.
Pursuant to the deed of trust dated Aug. 11, 1891, made
by the Des Moines Suburban Railway to secure $300,000
of 6 per cent first mortgage refunding and improvement
bonds the Iowa Loan & Trust Company as trustee has an-
nounced that funds have been deposited with the trustee,
and that the railway will redeem all the outstanding bonds
of the above mentioned issue.

Empire United Railways, Inc., Syracuse, N. Y. — Receivers
Hendrick S. Holden and C. Loomis Allen of the Empire
United Railways, Inc., have applied to Justice William S.
Andrews for permission to purchase the Monroe County
Electric Belt Line, a link in the direct line connecting Syra-
cuse with Rochester. Payment of the purchase price is to be
made from funds in the hands of the Columbia Trust
Company, New York, trustee of the mortgage of the Roch-
ester, Syracuse & Eastern Road, according to present plans.
The Monroe County Electric Belt Line owns several miles
of track through the village of Fairport.

Hudson & Manhattan Railroad, New York, N. Y. — The
directors of the Hudson & Manhattan Railroad on March 1
declared the interest earned on the adjustment income mort-
gage bonds for the six months ended Dec. 31, 1915, at the
usual rate of 2 per cent per annum, or $10 per $1,000 bond
for the period. The interest payment is made payable on
April 1 at the office of the company's fiscal agents, Harvey
Fisk & Sons, New York.

Interborough Consolidated Corporation, New York, N. Y.

— The board of directors of the Interborough Consolidated
Corporation, at a meeting held on March 7, declared a divi-
dend of 1% per cent on the preferred stock, payable on
April 1.

Kansas City, Kaw Valley & Western Railway, Bonner
Springs, Kan. — It is reported that the appointment of re-
ceivers has been asked for the Kansas City, Kaw Valley &
Western Railway.

Lewiston, Augusta & Waterville Street Railway, Lewis-
ton, Me. — The Lewiston, Augusta & Waterville Street Rail-
way for 1915 showed railway operating revenues of $696,448
as compared to $664,939 for the preceding year, an increase
of $31,509. The railway operating expenses were $441,539
as compared to $439,650, an increase of $1,887. The net
revenue from railway operations was $254,909, an increase
of $29,612. Other items in 1915 were revenues from aux-
iliary operations, $6,856; expenses from auxiliary opera-
tions, $4,538; net revenues from auxiliary operations, $2,318;
taxes on real and personal property, $4,861; taxes on
earnings, $8,338; interest on funded debt, $173,725; interest
on unfunded debt, $2,745, and amortization of discount on
funded debt, $10,811.

Mexico (Mex.) Tramways. — A protective committee for
the bonds of the Mexico Tramways and its affiliated corpor-
ations, Mexican Light & Power Company, Mexican Electric
Light Company and the Pachucca Light & Power Company,
has been formed in London and is requesting deposits of
the bonds of the companies.

Nova Scotia Tramways & Power Company, Halifax, N. S.
— The Board of Public Utilities of Nova Scotia is reported
to have authorized the Nova Scotia Tramway & Power
Company to raise $5,575,000 by the issue of $3,000,000 of
5 per cent thirty-year bonds at 90, 25,000 shares of pre-
ferred stock at 75 and 25,000 shares of common stock at 40.
The proceeds will be used in connection with the acquisition
of the property of the Halifax Electric Tramway, Ltd., and
to develop power on the Gaspereaux River. The company
applied originally for permission to issue $3,000,000 par
value of bonds, 32,500 shares of preferred stock and 62,500
shares of common stock. Reference was made to the appli-
cation in the Electric Railway Journal of Aug. 14, 1915,
and Jan. 8, 1916.

Ottawa (Ont.) Traction Company, Ltd. — The depressing
effects of the European war were felt by the Ottawa Trac-
tion Company, Ltd., during the year ended Dec. 31, 1915,
but not to so great an extent as might have been antici-
pated. The month of August showed the greatest falling
off in receipts, since which time business has been normal
and generally showing a slight increase over 1914. The
gross receipts of the company and of the Ottawa Electric
Railway, its subsidiary, were $1,041,100 for 1915, as com-
pared to $1,096,459 in 1914, a decrease of $55,359 or 5.0 per
cent. The total expenses, however, including mileage pay-
ments, taxes and interest, increased from $736,809 in 1914
to $742,124 in 1915, an amount of $5,315 or 0.7 per cent.
The net income in 1915 amounted to $298,976 as compared
to $359,649 in 1914, a decrease of $60,673 or 16.8 per cent.
The pasengers carried in 1915 totaled 24,361,867, a decrease
of 959,680 or 3.8 per cent. The operating ratio rose from
60.6 in 1914 to 63.2 in 1915.

West Penn Traction Company, Pittsburgh, Pa. — The West
Penn Traction Company has resumed preferred stock divi-
dends after an intermission of more than a year. The dis-
tribution will be lVz per cent for the quarter, payable on
April 15 to stock owners of record of April 1. An extra
one-half of 1 per cent was also voted on account of divi-
dends in arrears.

Winnipeg (Man.) Electric Railway. — J. D. McArthur,
has been elected to the board of the Winnipeg Electric
Railway to succeed the late William Whyte, who was a mem-
ber of the board and vice-president of the company.

York (Pa.) Railways.— In listing $665,000 additional first
mortgage thirty-year 5 per cent gold bonds on the Phila-
delphia Exchange the York (Pa.) Railways states that
$479,690 of the bonds were issued for extensions, improve-
ments, betterments and double tracking on the parent com-
pany's lines of railway; $135,000 for acquiring and con-
structing a power plant for supplying current for or to
the York Railways and the Edison Light & Power Company,
and $50,310 for the purchase of a majority interest in the
York & Windsor Electric Light Company and the Edison
Light & Power Company. With the additional issue the
total amount of outstanding bonds is $4,938,000.

518

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 11

DIVIDENDS DECLARED

Arkansas Valley Railway, Light & Power Company, Pue-
blo, Col., quarterly, 1% per cent, preferred.

Brazilian Traction, Light & Power Company, Ltd., To-
ronto, Ont., quarterly, IV2 per cent, preferred.

Brockton & Plymouth Street Railway, Plymouth, Mass.,
3 per cent, preferred.

Brooklyn (N. Y.) Rapid Transit Company, quarterly, 1%
per cent.

El Paso (Tex.) Electric Company, quarterly, 2V2 per cent,
common.

Frankford & Southwark Passenger Railway, Philadelphia,
Pa., quarterly, $4.50.

Galveston-Houston Electric Company, Galveston, Tex., 3
per cent, preferred.

Manhattan Bridge Three-Cent Line, New York, N. Y.,
quarterly, 1 V2 per cent.

Third Avenue Railway, New York, N. Y., quarterly, 1 per
cent.

United Light & Railways Company, Grand Rapids, Mich.,
IV2 per cent, first preferred.

United Traction & Electric Company, Providence, R. I.,
quarterly, 1% per cent.

Wisconsin - Minnesota Light & Power Company, Eau
Claire, Wis., quarterly, 1% per cent, preferred.

Traffic and Transportation

ELECTRIC RAILWAY MONTHLY EARNINGS

AURORA, ELGIN & CHICAGO RAILWAY, WHEATON, ILL.

Operating Operating Operating Fixed Net
Period Revenues Expenses Income Charges Income

lm., Jan., '16 $148,860 $97,092 $51,768 $40,724 $11,044
1 " •' '15 144,145 96,296 47,848 39,802 8,046

7 16 1,173,181 747,043 426,138 282,824 143,314
7 " " '15 1,241,520 781,359 460,161 279,386 180,775
BANGOR RAILWAY & ELECTRIC COMPANY, BANGOR, ME.
lm , Jan., '16 $66,284 *$34,648 $31,636 $17,717 $13,919
1 " " '15 65,330 *30,842 34,488 17,515 16,973
12 16 789,786 *404,316 385,470 212,697 172,773

12 15 779,395 *374,728 404,667 209,278 195,389

CHATTANOOGA RAILWAY & LIGHT COMPANY,
CHATTANOOGA, TENN.
lm., Jan., '16 $101,420 *$63,311 $38,109 $28,855 $9,254
1 " " '15 81,330 *60,208 21,122 29,349 $8,227
12 16 1,107,434 *730,834 376,600 357,268 19,332

12 " " '15 1,067,193 *701,579 365,614 341,105 24,509
CLEVELAND, PAINESVILLE & EASTERN RAILROAD,
WILLOUGHBY, OHIO
lm, Dec, '15 $33,711 *$17,196 $16,515 $12,314 $4,201

1 14 29,880 *18,191 11,689 11,386 303

12 15 407,030 *218,510 188,520 133,252 55,268

12 14 408,492 *220,652 187,840 132,273 55,567

COLUMBUS RAILWAY, POWER & LIGHT COMPANY,
COLUMBUS, OHIO
lm, Jan., '16 $297,417 *$172,919 $124,498 $41,122 $83,376
1 " " '15 274,752 *164,17S 110,574 38,719 71,855
12 16 3,135,840 *1, 855, 178 1,280,662 478,684 801,978

12 " " '15 3,069,024 *1, 878, 975 1,190,049 477,823 712,226
FORT WAYNE & NORTHERN INDIANA TRACTION
COMPANY, FORT WAYNE, IND.
lm., Dec, '15 $141,620 $88,247 $53,373 $54,894 t$156

1 14 156,696 91,004 65,692 54,796 $12,991

12 15 1,648,505 1,007,448 641,057 645,800 $1,357

12 14 1,825,203 1,054,133 771,070 635,506 +142,042

GRAND RAPIDS (MICH.) RAILWAY
lm , Jan., '16 $105,817 *$64,663 $41,154 $14,534 $26,620
1 " " '15 104,728 *67,014 37,714 13,740 23,974

12 16 1,177,539 *830,449 347,090 165,980 181,110

12" " '15 1,288,710 *831,507 457,203 161,904 295,299
KENTUCKY TRACTION & TERMINAL COMPANY,
LEXINGTON, KY.
lm, Dec, '15 $68,609 $35,464 $33,145 $20,396 $$15,386
1 " " '14 63,171 33,653 29,518 19,824 +.12,913
6 " " '15 440,116 223,587 216,529 122,291 +.102,832
B " " '14 429,291 226,391 202,900 118,487 $95,575

LAKE SHORE ELECTRIC RAILWAY, CLEVELAND, OHIO
lm., Dec, '15 $123,811 *$76,891 $46,920 $36,095 $10,825
1 " " '14 110,110 *73,855 36,255 35,819 436

12 15 1,387,143 *898,136 489,007 433,203 55,804

12 14 1,427,957 *890,813 537,144 426,659 110,485

NORTHERN OHIO TRACTION & LIGHT COMPANY,
AKRON, OHIO

lm., Dec, '15 $379,817 *$217,965 $161,852 $53,040 $108,812
1 " '14 316,381 *197,415 118,966 50,534 68,432

12" " '15 3,S90,751 *2, 373, 010 1,517,741 628,309 889,432
12 14 3,636,085 *2, 237, 429 1,398,656 606,898 791,758

REPUBLIC RAILWAY & LIGHT COMPANY, NEW YORK. N. Y.
lm., Dec, '15 $320,869 *$178,026 $142,843 $61,069 $$S1,873
1 " " '14 259,659 *152,857 107,002 58,044 $45,585
12 15 2,121,297 *1, 884,218 1,237,079 679,239 $559,730

12 14 3,001,285 *1, 856, 467 1,144,818 679,987 $465,007

VIRGINIA RAILWAY & POWER COMPANY, RICHMOND, VA.
lm., Dec, '15 $503,448 $223,305 $280,143 $142,040 $$145,669

1 14 443,651 212,305 231,346 132,638 $105,007

6 " " '15 2,785,966 1,307,952 1,478,014 857,548 $670,957
6 " " '14 2,632,705 1,262,020 1,370,685 810,563 $600,877

HEARING BEGUN ON PORTLAND-WESTBROOK
FARES

The Public Utilities Commission of Maine held a hearing
at Westbrook on Feb. 24, on the petition sent to the com-
mission on Dec. 9, 1915, by the city of Westbrook, contain-
ing the names of twenty-two citizens of that city, in which
they claimed that the rate of fare charged by the Cumber-
land County Power & Light Company between Portland and
Westbrook was excessive; that at certain hours of the day
when the traffic was heavy the number of cars provided was
inadequate, and that the company made use of its lines
within the limits of Westbrook for the carriage of freight,
a privilege which it exercised without license from the city,
and without rendering any compensation to the munici-
pality. The complainant further contended that the dis-
tance between Portland and Westbrook was 6.5 miles, while
in reality the present 10-cent fare limit between the cities
is 7.8 miles.

At the hearing Charles W. Wentworth acted as counsel
for the city, and William M. Bradley, president of the Cum-
berland County Power & Light Company, as counsel for the
company. The right of the company to carry freight and
express matter over its tracks in the city of Westbrook is
a point in law, and was left for the Public Utilities Commis-
sion to decide. Much of the time at the hearing was taken
up by witnesses called by Mr. Wentworth, who testified as
to the number of passengers on the cars at certain times
during the day. In his argument for the reduction of fares
between Westbrook and Portland he used figures of earn-
ings about fourteen years ago. A number of witnesses were
questioned by Mr. Wentworth in regard to their attitude
toward the reduction of the fare and the effect it would
have on business in the city. Most of the witnesses favored
a reduction, but one or two of the local merchants thought
that if the fare to Portland was reduced, people who now
traded in Westbrook would go to Portland, where they would
have a choice of larger and better stores.

In regard to the complaint of the overcrowded condition
of cars during certain times of the day, the company was
able to show from figures accurately obtained that on an
average week day during the rush hours between 4 p. m.
and 6.30 p. m. 785 seats were provided for 788 passengers
leaving Portland for Westbrook, or approximately one seat
per passenger. Throughout an average week day, the com-
pany provided 3887 seats for 2406 passengers carried, or an.
average of 162 seats for every 100 passengers.

In its reply to the complaint of excessive fare, the com-
pany stated that in order to arrive at the proper charge for
transportation on its cars between Portland and Westbrook,
it would be necessary to value the property used by that
line before the rate of fare that would bring a proper return
on the investment could be determined. The company ex-
plained that from the time the petition was received it had
been working diligently to obtain this information, but that
it would require additional time to complete the valuation.
In view of this the commission decided to postpone the case
until such time as the company had completed its figures.
The engineer for the commission will then check the results
and submit the data to the counsel for the city of West-
brook. A public hearing will then be called and the case
continued.

'Indicates taxes. fDeficit. jlncludes non-operating income.

COMMISSION DECISION AGAINST ONE-MAN CARS

The Newport & Providence Railway on Dec. 20, 1915,
filed a complaint with the Public Utilities Commission of
Rhode Island setting forth that the rules prescribed in the
franchise ordinance governing operation in the town of
Middletown were unreasonable, in some respects impossible
of fulfillment, and would tend to the great injury and in-
convenience of the railway and its patrons. The company
requested that the commission determine the reasonableness
of the rules in the exercise of the powers granted under
Sec. 51 of the public utilities act. Upon the hearing the

March 11, 1916]

ELECTRIC RAILWAY JOURNAL

519

issue was narrowed to the reasonableness of Rule III of
the agreement between the company and the town. This
rule reads:

"No car shall be operated within the highways of Mid-
dletown unless attended by two competent men, one of
whom shall be a trained motorman duly instructed in the
art of operating an electric car, and capable of running
and controlling the same under any and all conditions.
This rule shall apply to work cars as well as to passenger
cars."

The rule was called into question because the company
after correspondence with various street railways, on Nov.
7, 1915, commenced the operation of a one-man car on the
"Training Station Line," and on Dec. 1, 1915, commenced
a similar operation on the main line between Newport and
Bristol Ferry. The company defended such operation upon
the ground that the traffic was very light and the possibility
of accident remote, and laid particular stress upon the ex-
perience of other roads where platform accidents had been
greatly reduced under such operation. The company has
$300,000 of bonds and $300,000 of stock outstanding, has
never paid any dividends on its stock and made expenditures
out of earnings in 1913, 1914 and 1915 totaling $48,761. This
practically eliminated its surplus.

The commission denied the plea of the company. In con-
cluding its ruling that body said:

"We are convinced from the testimony introduced and
from our investigation of the matter that the risks of
operation of electric cars would be greatly increased under
such a system of operation, especially in view of the dangers
resulting from the very large increase of motor traffic upon
the public highways. The attention of the motorman should
be directed entirely to the operation of his car. No matter
what rules may be adopted to govern one-man operation,
the combination of duties would tend to develop careless
habits on the part of motormen. It is therefore ordered
that the petition be dismissed."

The decision of the commission was referred to briefly in
the Electric Railway Journal of Feb. 26, page 424.

FIRST ISSUE OF NEW KANSAS CITY PUBLICATION

The first number of the Kansas City Railways Bulletin,
dated March, has been issued and distributed. It contains
much matter of personal interest to the men of the system,
correspondence from the various carhouses and depart-
ments, news of the company, a page of jokes, and several
short serious articles. A feature of the magazine is to be
its promotion of safety-first efforts. On this account the
paper will be sent to every school teacher in Kansas City.
The Bulletin contains a biography and a portrait of Philip
J. Kealy, president and general manager of the company.
The title page carries the following paragraphs by Mr.
Kealy on the object of the publication:

"This is the first issue of a paper that will appear month-
ly. It is for the employees of the Kansas City Railways;
it is intended to be the medium for an interchange of ideas
between the men who constitute the brains, the bone and
the sinew of this company; it is to be their paper; it is in-
tended that each employee shall receive a copy of each issue,
and it is hoped he and his family will read it carefully.

"It is the desire to make each worker feel he is a part
of one enterprise—not a motorman or conductor only, not a
machinist only, not an electrician only, not a track layer
only, not a clerk only, not a superintendent only, not a
watchman, not a president only — but that each fills an es-
sential part in a great organization devoted to public
service.

"The paper will contain items of personal interest to the
men, news from the various carhouses, shop news, articles
of interest to railway men everywhere in the system; in
fact, everything that may result in good to the employee.
There will be no sermons, but there will be frank expo-
sitions of some of the shortcomings of all, and solid matter
for the student of railway business. It is hoped much good
will come from the publication, and that through it there
will be built among all a spirit of fellowship, of zeal and
of fidelity which will permeate this great institution, which
by reorganization has really become a new institution with
new blood."

ATLANTA JITNEY ORDINANCE SUSTAINED BY
STATE SUPREME COURT

A decision adverse to the jitneys was rendered on Feb.
28 by the Supreme Court of Georgia in one of the jitney
bus cases before it, carried up on appeal from the Fulton
Superior Court. The Supreme Court upholds the position
of the city of Atlanta in its ordinance taxing and bonding
the jitneys. The decision controlled two other cases which
originated in Savannah. The Atlanta court was upheld.
The Savannah court, which sustained the jitneys, was re-
versed.

The court held that the ordinance of the city of Atlanta
regulating the licensing and operation of the jitneys and
requiring the giving, by the person operating such vehicle,
of an indemnity bond in the sum of $5,000 for each vehicle
so operated, was not invalid on the ground that it violated
Art. 7, Sec. 2, Par. 1, of the Constitution of Georgia, which
provides that all taxation shall be uniform upon the same
class of subjects; nor on the ground that it was discrim-
inatory against persons engaged in the business of operat-
ing such vehicles, and in favor of other persons operating
taxicabs and other like vehicles, which the plaintiffs con-
tended were of the same class as jitney buses.

The court also held that the ordinance was not invalid
on the ground that it imposed upon persons operating jitney
buses a much larger license fee than that imposed upon
persons operating taxicabs; nor on the ground that the
graded license fee imposed by such ordinance was unreason-
able. This graded license fee imposed a tax of $75 for a
motor bus having a seating capacity of four persons or
less, including the driver, $100 for motor bus having a
seating capacity of more than four and less than eight
persons, $125 for each motor bus having a seating capacity
of more than seven and less than ten persons, and $150 for
each motor bus seating more than ten persons.

Argument in April on St. Louis Mill Tax Case. — The ap-
peal of the United Railways, St. Louis, Mo., to the United
States Supreme Court in the matter of the mill tax, which
was decided adversely to the company in the Missouri Su-
preme Court by a vote of four to three, has been set for
argument in the United States Supreme Court in April.

Jersey Assembly Passes Bill Aimed at Auto Buses. — The
Assembly of New Jersey passed on March 8 the substitute
measure reported by the committee on municipal corpora-
tions for the original bill introduced by John B. Kates of
Camden County, regulating the use of jitney buses. The
measure provides that owners of the automobile buses must
take out liability or indemnity insurance to the amount of
$5,000.

New Denver Publication Christened. — The new publica-
tion of the Denver (Col.) Tramway, referred to in the
Electric Railway Journal of March 4, page 477, has been
christened Tram-o-Grams. An award of $15 was made by
the judges for the best suggestion in the name contest,
with other prizes of $5, $3 and $2 for the names "Street
Car Chats," "Bi-Monthly Denver Tramologues" and "Tram-
way Traveler."

Measures to Insure Better Sanitary Conditions in Kansas
City. — The board of control of the Kansas City (Mo.) Rail-
ways has requested that the welfare department arrange for
talks to superintendents and members of departments on
sanitation and ventilation. Placards are to be placed in cars
announcing: "Board of health officers are riding the cars
and enforcing the anti-spitting ordinance; penalty, arrest."
The action is a result of a conference between the board of
control and the health department, arranged to bring about
close co-operation.

Rochester Jitney Hearing to Continue on March 20. — The
hearing before the Public Service Commission of the Sec-
ond District of New York on the application of jitney oper-
ators to continue in service in that city, referred to in the
Electric Railway Journal of March 4, page 476, was con-
tinued on March 2. Many witnesses testified in regard to
the reliability of the service of the New York State Rail-
ways, Rochester Lines. The case will be continued on
March 20. William Temple Emmett is presiding for the
commission.

520

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 11

Forcing Portland Jitneys to Give Service. — A. L. Barbour,
city auditor of Portland, Ore., reports that plans of the City
Council to force jitneys to give reasonable service have
brought results, and that up to March 1 forty drivers had
notified Jitney Inspector Gill that they had increased their
running schedules. According to a recent ruling of City
Attorney La Roche and Commissioner Daly, jitneys will be
required to give regular service from 6 a. m. to 8 a. m.,
and from 4.30 p. m. to 7 p. m., each day, in order to hold
their licenses.

Hearing on Hoboken Fares Continued. — The Board of Pub-
lic Utility Commissioners of New Jersey took further testi-
mony on March 1, 2 and 3 on the application of representa-
tives of the city of Hoboken to require the Public Service
Railway to operate there for a 3-cent fare. Many figures
were introduced in connection with traffic counts made in
the interest of the city. Considerable difficulty was ex-
perienced in identifying some of the figures, which are
more than a year old now. The hearing will be continued
-on April 5, 6 and 7.

Results With Near-side Stop in Akron. — The near-side
■ car stop rule has been in effect in Akron, Ohio, since Feb.
1. The Northern Ohio Traction & Light Company says that
the favorable expressions have outweighed and outnumbered
by far the unfavorable views and that an impartial report
is certain to be that the near-side stops have made an
improvement in service and have reduced the chance of
accident. A study of conditions will be made with a view
to the use of the near-side stop plan in the smaller munici-
palities in which the company operates.

Injunction Against Memphis Jitneys. — An injunction has
been issued against three jitney companies at Memphis,
Tenn., by Chancellor Heiskell, of the local Circuit Court.
The action of the court was on the grounds that the ordi-
nances which provided franchises were invalid in that they
were not signed by the then Mayor, although the commis-
sioners passed them over his veto by a two-thirds ma-
jority. This point was one of several made by attorneys
for the Memphis Street Railway, which brought the action.
In another phase of the case the court expressed the opin-
ion that the $5,000 bond which was ordered applied to each
vehicle and not to each company. The city has not deter-
mined whether to prosecute an appeal or repass the ordi-
nances.

Separate Car for Women on Suburban Line. — The Ohio

Valley Electric Railway has recently added a trailer to a spe-
cial shopping car, which makes the trip from Catlettsburg,
Ky., across the State line to Huntington, W. Va. This
particular train is the convenient one for shoppers from
Catlettsburg and points along the route to go into Hunting-
ton. Since West Virginia voted State-wide prohibition,
there are many pilgrims to Catlettsburg, which is "wet."
Huntington merchants complained that the car had devel-
oped into a "booze" car to the point that the women cus-
tomers along the line were remaining away from Hunting-
ton. To meet the unusual condition the railway has added
a trailer to the "booze" car and will reserve it exclusively
for women customers of Huntington merchants.

One-Man Cars Announced for North Yakima. — N. C.

Richards, president of the Yakima Valley Transportation
Company, has announced the decision of the company to
install one-man cars in North Yakima, Wash., beginning
April 1. In a statement which he issued, Mr. Richards
said: "The company has an investment in Yakima County
of nearly $2,000,000, on which it has never been able to
«arn interest, and the past year, owing to increased use
■of automobiles, its earnings many months have not been
sufficient to meet expenses. The most unremunerative part
of the system is the city lines where there is no freight to
lielp out the passenger earnings. By adopting the one-man
system of operation a considerable saving can be made in
operating expenses and good service can be maintained."

Twenty More Cars in Service in Hartford. — The Connec-
ticut Company has reported to the Public Utilities Com-
mission regarding improved conditions in Hartford. The
report tells of added cars during the rush hours, placing of
pay-as-you-enter cars in service, and other steps taken to
relieve congestion. The report is concluded as follows:
■"When all the changes that we contemplate have been made,

there will be in service during rush hours a total of twenty
more double-truck cars than were operated previous to date
of your order, and a few of that number in place of single-
truck cars. The changes and additions have been made
on lines where cars were most crowded. However, we will
continue to check the riding on all of the different lines
of a period of not less than two weeks, so that we may
know whether or not any further changes, either one way
or the other, should be made."

Near-side Stop Adopted in Minneapolis. — The Aldermen
of Minneapolis, Minn., on Feb. 19 voted to adopt the near-
side stop in certain localities in Minneapolis, effective on
April 3. It is believed that local newspaper publicity in-
stigated by the Safety First Federation of America, and
advocating the near-side stop on the ground of safety,
had considerable effect in bringing about the sixteen to
seven vote in favor of the stop. The district set aside in
the Council's resolution for near-side stopping extends from
Second Avenue North to Fourth Avenue South, inclusive,
and from the Mississippi River on the north to Twelfth
Street and Grant Street, which is a continuation, on the
south. This district, roughly, is a wedge twelve to sixteen
blocks long, with a ten-block base, and includes the main
business center. When the advisability of the near-side stop
is demonstrated it will be extended over the entire city.

Safety Results in Akron. — The Northern Ohio Traction
& Light Company, Akron, Ohio, in its pamphlet report for
the year ended Dec. 31, 1915, says in regard to its safety
work: "Organized effort toward accident prevention has
been steadily continued. The total of all accidents was
reduced, notwithstanding an increase in the number of pas-
sengers carried, the increase of car-miles operated, and the
presence of greatly increased automobile and other traffic
upon the streets and highways. On Dec. 31, 1914, there were
pending in the courts eighty-eight cases in which the com-
pany was a defendant. At the close of 1915 the number
was seventy-nine, a reduction of 10 per cent. In pensions
and relief $7,607 was distributed during the year. The
pension department owns 150 shares of the company's pre-
ferred stock, and had on hand on Dec. 31, 1915, a cash
balance of $2,713, making a total reserve of $17,713.
Twenty-two retired employees are now receiving pensions."

New Express Agreement on Utah Lines. — A traffic agree-
ment has been effected by the Salt Lake & Ogden Railway,
Salt Lake City, Utah, and the Wells Fargo Express Com-
pany, whereby the residents of the Cache Valley district on
the line of the Ogden, Logan & Idaho Railway will receive
the advantage of the hourly express service between Salt
Lake and Ogden over the Salt Lake & Ogden Railway.
Under the arrangement the residents of the Cache Valley
district will have express service to and from Salt Lake
every two hours during the day, and as the electric lines
enter a joint terminal station at Ogden, the disagreeable
feature of wagon transfer will be eliminated. The agree-
ment does not affect the local business of the Bamberger
Express Company between Salt Lake and Ogden. Business
from Cache Valley points shipped over the Ogden, Logan &
Idaho Railway to Salt Lake will be handled and distributed
in Salt Lake City from the offices and by the wagons of the
Wells Fargo Express Company.

Hearing on May 8 on Complaint Against One-Man Cars.

— The Public Service Commission of the State of Washing-
ton on May 8 will hear testimony in the complaint brought
by the city of Spokane against both the Inland Empire
Railroad and the Washington Water Power Company, which
are operating one-man cars on several of their routes. The
city of Spokane contends that the cars are unsafe and
cause delay. The companies assert the competition of jit-
neys and other economic factors have forced them to the
one-man car as a measure of relief. The hearing before
the Public Service Commission was to have been held on
March 6 and 7, but by an agreement entered into between
Corporation Counsel H. M. Stevens of Spokane and F. T.
Post, counsel for the Washington Water Power Company,
the date of the hearing has been changed to May 8. A. A.
Lewis and Frank R. Spinning, members of the Public Serv-
ice Commission, utilized March 6 and 7, the days assigned
originally for the hearing, to investigate the company's
service.

March 11, 1916]

ELECTRIC RAILWAY JOURNAL

521

Personal Mention

Mr. Leroy L. Newman, formerly superintendent of way
and structures of the Birmingham Railway, Light & Powei
Company, Birmingham, Ala., has been appointed assistant
general manager of the company. Previous to Mr. New-
man's connection with this company he was employed in
various departments of the Pennsylvania Railroad.

Mr. R. J. Clark, comptroller of the Kansas City Railway
& Light Company, Kansas City, Mo., since 1910, has been
made secretary and treasurer of the Kansas City Light &
Power Company, the office of comptroller having been abol-
ished with the successor company in the reorganization.
Mr. Clark went to Kansas City in 1910 from the Toronto
(Ont.) Railway.

Mr. H. H. Evans, secretary of the local transportation
committee of the Chicago City Council, has also been ap-
pointed secretary of the Chicago Traction & Subway Com-
mission, the newly-appointed engineering body which is to
investigate Chicago's local transportation conditions and
recommend improvements. Mr. Evans was born in Missis-
sippi in 1880 and was graduated from the Annapolis Naval
Academy in 1899. Following his graduation he served as a
midshipman in the United States Navy and was a commis-
sioned officer in the Spanish-American war. He resigned
from the service in 1904 and accepted a position with the
Cananea Copper Company in Mexico. In 1906 Mr. Evans
accepted a position in the erection department of the Allis-
Chalmers Company, where he was later appointed assistant
superintendent of construction. He resigned from that or-
ganization in 1908, to make some special reports for the
city of Chicago on the electrification of the steam railroad
terminals. After he completed these reports, Mr. Evans was
appointed secretary of the transportation committee.

Mr. Edwin H. Baker, who has recently retired as second
vice-president of the Galena Signal Oil Company, has been
engaged in the manufacture and supply of lubricating oils
for the past forty-three
years and is one of the
best-known and most high-
ly esteemed men in the
electric railway and steam
railroad supply business.
It was in 1873 that he en-
tered the employ of S. T.
Baker & Company, a firm
which had been founded
by his father in 1849 and
was a large manufacturer
of lubricating oils in New
York. In 1894 he joined
the Galena Signal Oil
Company, but he contin-
ued to act as president
and manager of S. T.
Baker & Company, which E. H. baker

"was afterward a corpora-
tion, until 1912, when the Baker business, which up to that
time had been a department of the Galena Company, was
•consolidated with the Galena Company. When this consoli-
dation took place he was elected second vice-president of the
Galena Company. Mr. Baker's activities have not been con-
fined to the oil business. He early took an interest in the
American Electric Railway Manufacturers' Association, his
high standing in the trade and his personal popularity lead-
ing to his election to various offices. In 1904, a year after the
organization of the association, he was chosen a member of
its executive committee and chairman of its finance com-
mittee. He continued in these offices during 1905, and was
elected treasurer of the association in 1906. In 1910 and
again in 1913, he was re-elected a member of the executive
committee of the association, and he served as vice-president
from 1911 to 1914, and was president during the past year.
It is safe to say that, although he is retiring from active
work with the Galena Signal Oil Company, Mr. Baker will
maintain his interest in electric railway affairs.

1

E. A. WEST

Mr. Edward A. West, efficiency engineer of the Portland
Railway, Light & Power Company, Portland, Ore., has re-
signed from that position, as announced briefly in the Elec-
tric Railway Journal of
March 4, to take up the du-
ties of chief engineer of the
Denver (Col.) Tramway un-
der Mr. F. W. Hild, general
manager. Mr. West has
been efficiency engineer of
the Portland Company since
August, 1913. His duties in
this capacity took him into
all departments and activi-
ties of the company. He in-
augurated many changes in
departmental relations; in-
troduced cost and planning
methods, a reorganization
of the methods of keeping
track of and storing sup-
plies, a perpetual inventory
system for recording prop-
erty valuation data, and made a detailed study of the inte-
gral parts of the company organization. Prior to his ap-
pointment as efficiency engineer, he had the title of assistant
engineer during the construction period of 1909 to 1913 un-
der Mr. O. B. Coldwell, general superintendent and electri-
cal engineer. While in this position he had an active part in
the construction work of the company's hydroelectric plants
on the Clackamas and Bull Run rivers, the steam plant Sta-
tion "L," the underground system, steel tower line, Haw-
thorne Building, etc. He attended Tufts College and the
Massachusetts Institute of Technology after having served
an enlistment in the engineering department of the United
States Navy. After he left college Mr. West entered the
employ of the Boston Elevated Railway under Mr. John Lin-
dell, superintendent of motive power and rolling stock. He
took a two years' apprenticeship course with the Boston
Elevated and worked in many departments. He was with
this company during 1906 and 1907 when all the larger
steam plants were increased in capacity. His title when he
left its employ was assistant to superintendent of power
stations. He next worked on fuel efficiency under Mr. Schu-
maker of Schumaker & Santry, Boston, Mass. While with
this firm he conducted investigations in the organization
and methods employed in the boiler and engine rooms in
several of the largest textile and industrial plants in the
New England States. He held the post of chief engineer of
the Oregon Naval Militia, and his gun crews made a total of
nineteen hits out of twenty shots with a 6-in. gun on the
practice cruise last summer. He has prepared a number of
articles for technical magazines and engineering societies.

OBITUARY

Edward Harris Goodman, formerly vice-president and
genera! manager of the Pullman Palace Car Company of
Chicago, and of the Union Switch & Signal Company of
Pittsburgh, Pa., died on March 4 at Palm Beach, Fla., where
he had gone for a short visit.

Edward I. Leighton, one of the founders of the Van
Dorn & Dutton Company, Cleveland, Ohio, died at St.
Augustine, Fla., on Feb. 26. Mr. Leighton was born in
Birmingham, England, in 1850. He moved to this country
with his parents when about six years old, settling in
Cleveland where he attended the public schools. In 1880
with Mr. Frederick W. Bruch he started the Cleveland Punch
& Shear Works Company. About 1890 Mr. Leighton pur-
chased his partner's interest. The business was later sold
to Walter D. Sayle and others. Although Mr. Leighton re-
tired from active business nearly fifteen years ago he has
been a large factor since in such representative concerns
as the Acme Machinery Company, the Forest City Live
Stock & Fair Company, the Van Dorn & Dutton Company,
the Van Dorn Electric Tool Company and the Reliable Ma-
chine Company. At the time of his death he was a director
in all of the concerns mentioned, as well as others. Mr.
Leighton is survived by a widow and one son, Mr. Thomas
E. Leighton, purchasing agent of the Van Dorn & Dutton
Company and the Van Dorn Electric Tool Company.

522

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 11

Construction News

Construction News Notes are classified under each head-
ing alphabetically by States.

An asterisk (*) indicates a project not previously
reported.

RECENT INCORPORATIONS

Morganfield- Union town Electric Railroad, Morganfield,

Ky. — Incorporated to construct a line between Morganfield
and Uniontown, for which rights-of-way have been secured.
Capital stock, $125,000. Incorporators: S. B. Anderson and
Walter B. McLean, Memphis; R. J. Nelson, Cincinnati, and
0- G. Lucian Drury, Morganfield. [Feb. 19, '16.]

*Colon Electric Traction Company, Hackensack, N. J. —
Incorporated with a capital stock of $200,000. Among the
incorporators are Cornelius A. Cole, Hackensack; Robert A.
Van Voorhis and Arthur R. Oakley, Jersey City, N. J.

*Nashville, Hartsville & Red Boiling Springs Railway,
Nashville, Tenn. — Incorporated in Tennessee to construct a
line from Hartsville through Lafayette to the springs, the
line connecting with the Louisville & Nashville Railroad at
Hartsville. Capital stock, $50,000. The charter provides
that electricity or steam may be the motive power, although
the plan of the promoters is to electrify the line. Incor-
porators: John C. Shofner, Howard Andrews, Perkins Bax-
ter, J. C. Collins, W. M. Long and J. M. Wilson.

FRANCHISES

Arlington, Cal. — The Council of Arlington has denied the
petition of the Pacific Electric Company to abandon a por-
tion of its track on Brockton and Arlington Avenues and
also on Victoria Avenue.

Los Angeles, Cal. — Col. Lewis Ginger, to whom the Coun-
cil granted a franchise for a scenic incline railway at
Griffith Park, has announced that the State Commissioner
of Corporations has granted a permit for the company to
sell stock to build and equip the road and erect pavilions
and beautify the picnic grounds at the top of the incline.
The road will be about V2 mile long and will be constructed
on a uniform grade of 32 per cent. [May 15, '15.]

Oak Park, 111. — The Chicago & West Towns Railway Com-
pany has applied to the trustees of the Village of Oak Park
for a new twenty-year franchise.

Detroit, Mich. — By a vote of more than 80 per cent of
those who went to the polls the electors of Mount Clemens
on Feb. 29 expressed their approval of the ordinance grant-
ing the Detroit United Railway a twenty-year extension of
its franchise. Under the franchise the company agrees to
replace the Macomb Street bridge, to contribute $15,000
toward the cost of a bridge connecting South Gratiot Ave-
nue and the Gratiot road and to double-track South Gratiot
Avenue.

Newburgh, N. Y. — The Orange County Traction Company
has asked the Council for a franchise to construct an ex-
tension of its lines through Lake Street from Broadway to
a point opposite the Newburgh Bleachery.

Columbus, Ohio. — The Council of Columbus has refused to
grant a franchise to the East Linden Electric Railway to
construct a line beginning at Champion Avenue and Long
Street and extending on Champion Avenue to the corpora-
tion line of Columbus and a line beginning at Water and
Spring Streets and extending on Randolph Street, Front
Street, Naghten Street and Grant Avenue to Grove Street.

Radford, Va. — Oren Dodds has asked the Council for a
railway franchise in Radford.

Stoughton, Wis. — The Wisconsin Interurban System has
asked the Council for a franchise to construct a line through
Stoughton. [Nov. 13, '15.]

TRACK AND ROADWAY

*Tolchaco, Ariz. — It is reported that plans are being con-
sidered to construct an electric railway from Tolchaco into
the Oatman district. E. L. Mayvew, Oatman, is interested.

Nelson Street Railway, Nelson, B. C— The City Council
has commissioned H. P. Thomas to prepare detailed esti-
mates of the cost of extending the city car lines along
Baker Street, from Josephine to Cedar Streets, and on
Vernon Street from Cedar to Josephine Streets. The Coun-
cil is in favor of this extension, and it is reported that if the
cost is not too excessive the extension will be made.

Municipal Railways of San Francisco, San Francisco, Cal.
— The public utilities committee of the Board of Supervisors
on Feb. 23 voted to recommend the setting aside of $275,000
for the construction of tracks and overhead trolley system
from the Market Street entrance of the Twin Peaks tun-
nel to the junction of Sloat and Junipero Serra Boulevards.

Wilmington & Philadelphia Traction Company, Wilming-
ton, Del. — It is reported that this company will change from
the storage-battery system to the overhead-contact system
on its line from New Castle to Delaware City. Other exten-
sive improvements are contemplated.

Boise (Idaho) Railroad. — It is reported that this company
will expend $90,000 for improvements and betterments.

Oregon Short Line Railroad, Caldwell, Idaho. — According
to reports, the electrification of the Wilder branch of the
Oregon Short Line will be started immediately and rushed
to completion. Material and equipment have been ordered.
The people of Caldwell, Wilder and Greenleaf, and along
the line of the Wilder branch, have subscribed for bonds
to the amount of $25,000 to finance the electrification. Work
will be started on the construction of transmission line,
transformers, etc., at once, and electric cars will be in
operation within 90 days.

Chicago & Milwaukee Electric Railroad, Highwood, 111. —
This company has indicated its intention of extending its
North Avenue line in Waukegan east on Glen Flora Avenue
to the new industrial site of Waukegan, as soon as 1000
men are employed there.

*Rochelle, 111. — Plans are being made to construct an in-
terurban line between Rochelle and Moline. It is reported
that the project is being backed by capitalists in various
towns and cities along the route.

Boston, Mass. — The contract for the construction of Sec-
tion F, Dorchester Tunnel, has been awarded by the Boston
Transit Commission to T. A. Gillespie Company, Boston, at
$363,744. [Feb. 19, '16.]

Kansas City & Tiffany Springs Railway, Kansas City,
Mo. — This company has filed with the Missouri Public
Service Commission statements and estimates asked for,
with reference to the request of the company to be allowed
to buy about 10 miles of track of the Quincy, Omaha &
Kansas City Railroad between Gower and Trimble. The
Commission had suggested that a showing should be made
as to the power of an electric railway to operate profitably
on this line, in view of the discontinuance of service by the
steam road. The statements filed include figures of the
earnings of the road when operated as a steam railway,
indicating the possible business when few stops were made;,
showings as to the population of the district, and the possi-
bilities of traffic when an electric car is operated, stopping
frequently; estimates of the cost of erecting overhead trans-
mission line from Edgerton or other power sources, and
operation as an electric railroad with one car at 2 cents a
mile for passenger traffic. [Feb. 12, '16.]

Metropolitan Street Railway, Kansas City, Mo. — The first
cars over the extension of the Thirty-first Street line from
Indiana Avenue to Brighton Avenue, Kansas City, were op-
erated on March 4. The Broadway extension from Four-
teenth to Twenty-fifth Streets is completed, but schedules
have not yet been provided. The Twenty-fourth Street Ex-
tension from Brighton Avenue to Hardesty Avenue, will be
completed this summer. Surveys have been ordered on
Fifteenth Street for the line that will connect with Fair-
land Heights on the Independence division, shortening the
route to Independence, Mo., and this may be built this year.

Salem & Pennsgrove Traction Company, Salem, N. J. —
Martin & Company of Philadelphia are offering first mort-
gage 6-per cent twenty-year bonds of the Salem & Penns-
grove Traction Company. The issue is followed by $100,000
second mortgage 6s, which, with $10,000 of stock, were sold
to E. I. du Pont de Nemours & Company, whose plants wilL
be reached by the new line. [Feb. 19, '16.]

March 11, 1916]

ELECTRIC RAILWAY JOURNAL

523

International Railway, Buffalo, N. Y.— The Public Service
Commission for the Second District of New York has ap-
proved the agreement between the New York Central Rail-
road and the International Railway providing for the two
bridges over which the new Buffalo-Niagara Falls line of
the International Railway will cross the New York Central
tracks. The plans were first subjected to the scrutiny of
the commission's grade-crossing engineer.

Hillsboro, Cynthiana & Bainbridge Traction Company,
Hillsboro, Ohio. — Representatives of this proposed company
held a conference with the members of the Ohio Public
Utilities Commission on March 3 in reference to financing
the line on which they hope to begin construction in the
spring. The tentative plans provide for a bond issue of
$1,700,000 and stock amounting to $500,000. [Oct. 2, '15.]

Hamilton (Ont.) Street Railway. — This company will re-
construct its tracks on Herkimer Street between Queen and
Locke Streets early in the spring.

Perkiomen Valley Traction Company, Collegeville, Pa. —

The State Highway Department has accepted the plans of
the Perkiomen Valley Traction Company for the construc-
tion of its proposed line from Collegeville to Schwenkville.
James L. Wolcott, Dover, Del., president. [Jan. 15, '16.]
Pennsylvania Railroad, Philadelphia, Pa. — This company
is making surveys for a second track from Pavonia to Mount
Holly, N. J., with the ultimate plan of electrifying this
branch of its system. It is proposed to use the same
method of propulsion as on the main line out of Broad
Street Station, Philadelphia.

Ogden-Logan & Idaho Railway, Ogden, Utah. — It is re-
ported that this company will extend its line northward
from Preston through Pocatello, Blackfoot and Idaho Falls
to the border of Yellowstone Park. According to the report
plans are being formulated and the extension will be made
at an early date. It is stated that the Oregon Short Line
Railroad is interested, as the proposed line would be a
feeder to the Short Line. Branch lines are planned out of
Pocatello to tap the Arbon and Rattlesnake Valleys.

Lewiston-Clarkston Transit Company, Clarkston, Wash.—
G. W. Burrows, vice-president of this company, recently
stated his company will begin the construction of the Clarks-
ton extension of the line as soon as weather conditions will
permit, and that construction work on the Lewiston exten-
sion of the line will begin late in March, if possible. At the
present time the operating forces of the company are en-
deavoring to restore service in Lewiston and Clarkston,
which was badly demoralized by the recent storms which
swept over the Northwest.

*Bluefield, W. Va. — A committee has been appointed by
the Bluefield Chamber of Commerce to investigate the pos-
sibility of constructing an electric railway from Bluefield to
the Pocahontas coal fields.

Pan-Handle Traction Company, Wheeling, W. Va. — It is
reported that plans are being considered by this company
for the construction of an extension from Short Creek to
the Pennsylvania State line.

Wisconsin Interurban System, Madison, Wis. — At a recent
meeting of the stockholders of this company resolutions
were adopted authorizing an issue of $600,000 of bonds
and the entering into a contract for the construction of
the company's line from Madison to Portage, Madison to
Prairie du Sac, Madison to Janesville and across Madison.
It is proposed to begin construction work as soon as the
weather permits. The company has awarded the contract
for building the entire system to James Stewart & Company
of New York. Counselman & Company, Chicago, will
finance the proposition. In all, bonds of $4,000,000 are to be
issued for financing the entire project. [Nov. 13, '15.]

SHOPS AND BUILDINGS

Southern Pacific Company, San Francisco, Cal. — It is re-
ported that this company is contemplating the construction
of a new office building to be erected on the south side of
Market Street between Steuart and Spear Streets. The
structure will probably be nine or ten stories high. The
design, construction and type of materials have not been
considered. The company's lease on the James Flood Build-
ing expires in October, 1917.

Tri-City Railway Company of Illinois, Rock Island, 111. —

Work will soon be begun by this company on the construc-
tion of new car shops at Rock Island. The structure will be
two stories, and will be of brick, steel and concrete con-
struction to conform with the carhouse adjoining. It is
estimated that the cost will be about $80,000. An inn to
cost $100,000 will also be constructed by the company at
Rock Island. Reference to this proposed construction was
published on page 470 of the Electric Railway Journal
for March 4.

Massachusetts, Northeastern Street Railway, Haverhill,
Mass. — This company will prepare plans and let the contract
in the near future for a new car house to replace the one at
Merrimac which was destroyed by fire on Feb. 29. The car
house will probably be rebuilt of brick.

New York Municipal Railway Corporation, Brooklyn,

N. Y. — The Public Service Commission for the First Dis-
trict of New York has authorized the New York Municipal
Railway Corporation to award the contract for the con-
struction of the Coney Island terminal to the Lord Con-
struction Company, the lowest bidder, for $1,279,274, as re-
ferred to on page 514 of this issue.

Interborough Rapid Transit Company, New York City. —

A new mezzanine passageway will be built at the Grand
Central Station of the subway to relieve congested condi-
tions on the platforms. The Public Service Commission for
the First District of New York has authorized the Rapid
Transit Subway Construction Company to begin the work
as an "extra" under the original subway contract, the cost
of the same not to exceed $6,000. The plan of the improve-
ment provides for a passageway crossing over the express
tracks and connecting the existing mezzanine platform, im-
mediately west of Vanderbilt Avenue on the northerly side
of Forty-second Street, with the southbound platform by
means of a new stairway landing on this platform about
64 ft. west of the present easterly stairway.

Charleston (W. Va.) Interurban Railroad. — This company
reports that it is building a 45-ft. x 146-ft. extension to its
carhouse. The building will be of brick construction with
steel roof trusses. The steel has been purchased from
L. Schreiber & Sons Company, Cincinnati. Contractors,
H. Bagsten & Son, Charleston.

POWER HOUSES AND SUBSTATIONS

Aurora, Elgin & Chicago Railroad, Wheaton, 111. — It is re-
ported that this company will install a 60-cycle frequency
set at its Batavia power plant.

Cumberland & Westernport Electric Railway, Cumber-
land, Md. — This company is contemplating enlarging its
power plants at Eckhard and Reynolds.

Durham (N. C.) Traction Company. — It is reported that
this company will probably install a 300-kw. rotary con-
verter and additional switchboard equipment.

Northern Ohio Traction & Light Company, Akron, Ohio. —
The following improvements are being planned by this com-
pany during the year: Installation of two 20,000-kw. turbo-
generators in its main generating station, one 1500-kw. ro-
tary converter and transforming equipment in its High
Street substation, and equipping a new light, power and
railway substation in East Akron. Some of the equipment
for these installations has been purchased. The company
is building 14 miles of new transmission line, and other
sections of the transmission system will be rebuilt during
the year.

Scioto Valley Traction Company, Columbus, Ohio. — This
company has received permission from the Public Utilities
Commission of Ohio to purchase the electrical distribution
system of the Groveport Development Company. It is
understood that the company will install a new distributing
system in Groveport.

Philadelphia (Pa.) Rapid Transit Company. — A new
power house on the Barren Hill and Wissahickon branch
of this company's line will be constructed just north of
the city line on the Ridge Pike.

Charleston (W. Va.) Interurban Railroad. — A report from
this company states that it has purchased two 300-kw.,
750-volt, d.c. Westinghouse rotary converters for installation
at its Cabin Creek substation.

524

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 11

Manufactures and Supplies

Algiers Railway & Light Company, Algiers, La., is re-
ported as expecting to purchase new rolling stock.

Harrisburg (Pa.) Railways are planning to order from
The J. G. Brill Company five new double-truck passenger
cars.

Cincinnati (Ohio) Traction Company is reported as hav-
ing 100 motor cars for city service built by the Cincinnati
Car Company.

Kansas City (Mo.) Railways have asked for bids on fifty
to seventy-five cars of the same type as purchased last year.
The contract is to be awarded on March 15.

Goldsboro (N. C.) Electric Railway is in the market for a
motor-generator set and one open summer car. All commu-
nications should be addressed to R. Harold Smith, general
manager.

Toronto & York Radial Railway, Toronto, Ont., is report-
ed as contemplating the purchase of new rolling stock for
the provision of more frequent service on the recently elec-
trified Schomberg division.

Massachusetts Northeastern Street Railway, Haverhill,
Mass., has ordered from the Laconia Car Company twelve
semi-convertible, double-truck cars to replace those which
were destroyed on Feb. 29 in the Merrimac carhouse fire.
The new cars will be provided with Westinghouse Type
532-B, box-frame motors and Westinghouse air brakes.

Boston (Mass.) Elevated Railway has ordered ten elevated
cars from The J. G. Brill Company. The railway company
has also ordered from the Brill Company ten all-steel car
bodies to replace equipment lost in the recent East Boston
car-house fire. The car bodies resemble those used in the
company's standard No. 4 type of semi-convertible car and
have been approved as to design by the Massachusetts Pub-
lic Service Commission.

TRADE NOTES

Walter E. Hinmon, Western sales manager of the Peter
Smith Heater Company, Detroit, Mich., for the past six
years, has resigned to become sales manager of the Cooper
Heater Company, Carlisle, Pa.

W. S. Barstow & Company, New York, N. Y., have adopt-
ed a new emblem which is composed of a link, signifying
strength and security, and a circle, which is the Egyptian
hieroglyphic signifying energy.

Stone & Webster Construction Company, Boston, Mass.,
is being employed in the capacity of constructing engineers
for a new 60,000-kw. steam power station which is being
built in Buffalo for the Buffalo General Electric Company.

Philadelphia (Pa.) Holding Company has received an or-
der to equip with radial trucks the three center-entrance
cars recently ordered from the Laconia Car Company by the
Bangor Railway & Electric Company, Bangor, Me. The
company has also received orders for four radial trucks
from the Newport News & Hampton Railway, Gas & Elec-
tric Company and one truck from the Hutchinson Interur-
ban Railway.

Bethlehem (Pa.) Steel Corporation recently acquired the
property and assets of the Pennsylvania Steel Company.
The purchase price aggregates approximately $31,900,000,
this being at the rate of par for the preferred shares and
about $27 for the common shares. This amount is to be
paid in 5 per cent twenty-year purchase money bonds, bonds
being reserved to retire underlying issues and to provide for
employment and additions.

Midvale Steel & Ordnance Company, Philadelphia, Pa.,
has acquired a controlling interest in the Cambria Steel
Company, which has under a 999-year lease the property of
the Cambria Iron Company. Control is thus also secured of
all the stock of the Penn Mining Companies of Michigan
and Wisconsin, and a one-half interest in the Mahoning Ore
& Steel Company. The stockholders of the Midvale Steel &
Ordance Company have contributed more than $25,000,000
in cash toward the acquisition of the Cambria Steel Com-
pany, and the balance has been provided by the issuance of

approximately $50,000,000 of twenty-year 5 per cent convert-
ible sinking fund gold bonds due on March 1, 1936, the pur-
chase price being at the rate of $81 per share ($50 par
value) for the 900,000 shares outstanding. When the books
were closed on Feb. 21, sufficient shares had been turned in
to make $45,736,000 of the bonds available for allotment,
and this amount was oversubscribed for the syndicate.

ADVERTISING LITERATURE
Laclede-Christy Clay Products Company, St. Louis, Mo.,

has issued, a sheet describing its automatic stokers.

Spray Engineering Company, Boston, Mass., has issued a
catalog describing the system of applying protective coat-
ings to the interior of explosive shells by means of its
spraying process.

Pyrene Manufacturing Company, New York, N. Y., has
printed a special railroad number of The Fire-Fly, its
monthly publication. The issue contains a number of illus-
trated articles showing how the destruction of cars and other
railroad equipment and buildings might have been avoided
through the installment of its fire extinguisher's.

American Museum of Safety, New York, N. Y., has issued
a bulletin which contains a reprint entitled, "Some Hazards
and Safety Suggestions in Connection with Construction,
Inspection and Maintenance of Public Utilities," by H. W.
Mowery. This is an illustrated address which was delivered
last December before invited guests from the staff of the
Public Service Commission, First District, New York, and
representatives of the public utilities corporations and in-
surance companies of New York City, under the auspices of
the American Museum of Safety. The paper calls attention
to the fact that although spectacular accidents are given
wide publicity, common every-day hazards, such as slipping
and tripping which produce far more casualties, are usually
overlooked. Recommendations for safe construction are
given, such as anti-slip treads for car steps, floor inserts
and safety station treads, as adopted, for example, by the
New York Municipal Railway and the Interborough Rapid
Transit Company.

J. D. Este Company, Philadelphia, Pa., has issued a cata-
log describing the game of "skee-ball" which is being used
as a drawing card by a number of amusement parks oper-
ated by electric railways, and which is also adapted for use
by employees' welfare associations. "Skee-ball" is a varia-
tion of bowling in which the ball is put to an entirely new
use. When the ball, which is about the size of a duck-pin
ball, is rolled rapidly over a 20-ft. section to a hump, it
leaps high in the air in the manner of a ski-jumper. If
the shot is properly directed with just the right force it
will enter the bull's-eye of a target, which is placed 16 ft.
beyond the hump. The game has a fascination in that it
requires not only the accuracy of direction needed in bowl-
ing, but the nicety of force acquired by a finished billiard
player. The interest of the spectators is kept up by an
automatic scoring machine which registers the score ade-
quately. Another unique feature is the nickel-in-the-slot
machine, which releases the ball for a new game when a
coin is inserted. This makes the game self-operating and
does away with the need of an attendant.

EXPEDITING FOREIGN SALES

An arrangement has recently been made by the Stow
Manufacturing Company, Binghamton, N. Y., to expedite
the sale and delivery of its flexible shaft grinders and other
products abroad, which may be of interest to other manufac-
turers. According to the announcement of the company,
customers in foreign countries desiring to place orders sim-
ply give them to the nearest office of the American Express
Company, but made out directly to the manufacturing com-
pany, and not to the express company. Orders so written
will be transmitted directly to the manufacturers by the ex-
press company, which will also open credits or accept pay-
ments for the account of the manufacturers and will take
entire charge of details of shipping, customs, etc. In this
business the express company charges no buying commis-
sion on such transactions, but makes only reasonable charges
for handling credit or remittances, transporting the goods,
etc. The Stow Manufacturing Company is said to be the
first American manufacturer to make this arrangement with
the American Express Company.

Vol. XL VII NEW YORK SATURDAY, MARCH 18, 1916 * No. 12

SCARCITY
OF TRACK
LABOR

Track labor efficiency must of
necessity receive more attention
in this year's construction and
maintenance programs than ever
before. The colossal struggle in Europe has depleted
the ranks of the American army of common laborers,
and since these losses cannot be replaced entirely, in so
far as cheap track labor is concerned, greater efficiency
and an increased number of labor-saving tools appear to
afford the only solution of the problem. Added to these
difficulties is the fact that the wages paid for ordinary
labor in this country have been greatly increased, par-
ticularly for that class of labor capable of assisting in
the manufacture of munitions and other war materials.
This has had a demoralizing effect on other industries
to say the least, and when construction work opens this
spring the indications are that the labor situation will
be as critical as the delivery of some classes of ma-
terials. While this is a very satisfactory condition for
labor, it presents a prospect for those requiring labor
which will be difficult to surmount. Not only will in-
creased efficiency and a reliance on more labor-saving
tools be necessary, but it will be difficult to hold the la-
bor obtained if competition is keen. Under these condi-
tions it is perhaps fortunate that the policy of retrench-
ment, particularly in track construction and main-
tenance, effective during the past few years has forced
the way departments to increase their efficiency and
look with greater favor upon labor-saving tools.

ORGANIZATION
OF TRACK
GANGS

In an effort to push construction
work, the sizes of the gangs are
too frequently increased to a
point where it is practically im-
possible to obtain a day's work from every man. A
careful study of construction organization, with par-
ticular reference to the sizes of the various units going
to make it up and the amount of supervision they re-
quire, is certain to produce good results. The trite say-
ing that "too many cooks spoil the broth" applies to
track work as well as it does to culinary operations.
Greater efficiency may generally be had with small gangs
than with large ones, due largely to the fact that they
have better supervision. But if the same attention
should be given to supervising a large force, there is
absolutely no reason why the amount of work per unit

should not be the same. Some men are born leaders,
and they are endowed with the ability of obtaining the
maximum amount of work out of a force of any size.
It is apparent, therefore, that a careful study of the
qualifications of the men in charge of construction
forces is of utmost importance. In this day and age
it is not the "driver" who is needed, but the leader who
can maintain the proper esprit de corps within his or-
ganization. If the greater use of machinery this
year means a larger outlay for tools than has been neces-
sary heretofore, it is well then to become reconciled to
the fact immediately. Otherwise, those who fail to
recognize existing conditions will doubtless be delayed
in supplanting a shortage of labor with labor-saving
equipment, because prompt deliveries will be out of the
question in the height of the construction season.

DETROIT
TUNNEL
MAINTENANCE

In many respects the Detroit
tunnel electrification, whose main-
tenance practices are described
elsewhere in this issue, is a re-
markable installation. Its success has been notable,
notwithstanding its handicap of small size and the
extraordinary severity of the operating conditions in-
volved by the transfer service making up its traffic. An
operating record of 26,000 miles per locomotive failure
is an evidence of that fact, and this very satisfactory
figure is accompanied by a maintenance cost that is
regularly close to 5 cents per locomotive mile in spite
of the low mileage of individual engines, only about 50
miles per day. The most prominent feature of the
repair method, perhaps, is that the engines are never
overhauled. It is true that they are given what is
locally known as an overhauling about once each year,
but this is really nothing more than a glorified inspec-
tion, since none of the engines has ever been completely
dismantled. This practice, which is the same as that
followed on the eminently successful New York Central
electrification, may possibly be called the radical feature
of difference between the maintenance of steam and
electric locomotives. Of its soundness there can be no
question, because after five years of operation the char-
acteristic that is most in evidence about the Detroit
installation is the lack of necessity for special per-
formance records of the various parts of the equipment,
maintenance of the control, for example, involving the

526

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 12

replacement of only six contact tips and six arc chutes
during the five years' life of the installation. "Happy
is the nation that has no history."

Cost of Urban Transportation

THE monograph on the "Cost of Urban Transporta-
tion Service," compiled under the direction of F. W.
Doolittle by the Bureau of Fare Research and just now
issued by the American Electric Railway Association,
constitutes the best authority in book form dealing with
the economics of electric railway transportation. In
about a year and a half of assiduous effort the bureau
has completed a work that covers broadly yet concretely
the entire subject of the relation between the elements
of cost and the elements of service in electric railway
transportation. A great deal of the detailed data con- j
tained therein will not be new to electric railway oper-
ators, but the ensemble is new and as such should be of
inestimable value to both railways and the public. To
railway operators the book will serve as an encyclopedic
summary of data, practices and theories that have here-
tofore existed in a very scattered form, while to the
public, and to semi-public bodies like public service
commissions, it will be an invaluable source of cost and
service information, and one which cannot fail, if prop- I
erly studied, to do much toward clearing up popular
misunderstandings in regard to the financial results of
electric railway operation under present conditions.

The book is too comprehensive in its scope to admit
of any general digest by this journal, but we recom-
mend that the officials of each member company thor- j
oughly study the copy to be sent by the association. In |
the last decade, with ever-increasing force, electric rail- j
way operators have been confronted with the fact that
their companies are failing in the selling price of their
commodity to meet the cost of production, this failure be-
ing due largely to causes beyond their control, chief
among which is the inadequacy of the rate of fare, fixed
by legal restraints or by custom, to pay for the service
rendered. The public, suspicious of corporate financing
and operation, has belittled individual pleas for relief
from this condition, but the time has come when public
authorities must be made fully to understand this pres-
ent fundamental tendency in utility operation if the
electric railways are to receive their due share in the
general prosperity of the country.

It has not been so long since the early days of the
industry that the popular mind has been thoroughly
disabused of the idea that electric railways are bonan-
zas. As a matter of fact, with an increasing invest-
ment per dollar of gross earnings upon which to pay an
attractive return, the charge for service has remained
practically the same, with the purchasing power of
money depreciating, transfer privileges being made
more liberal and service standards becoming more
severe. Mr. Doolittle has ably compiled all available
information on these points. It is now the duty and
the privilege of the association and all its members per-
sistently to spread the information in an intelligible and
attractive form before the public.

Autogenous Welding in the Shop

THE importance of the relatively new practice of
autogenous welding in electric railway repair shops
can hardly be overestimated. The major reason for
this is, of course, the fact that much of repair-shop
work consists in the restoration of broken parts, which
in many cases can be replaced only after much dis-
mantling is done and generally involve enough machine
work to give each piece considerable value. For such
work autogenous welding appears at its best, in some
cases even permitting the welding together of broken
parts without their removal from the car. Of late, also,
there appears to be a tendency to use it for building
up metal upon worn parts, and here the welding process
is a realization of the "putting-on tool" for which green
apprentice boys were sent when they had spoiled a piece
of machine work by making too deep a cut.

On another page of this issue appears an article de-
scriptive of a number of more or less unusual jobs done
by oxy-acetylene welding, and the list indicates the
extraordinary variety of uses to which this process may
be put. It may seem strange that oxy-acetylene appa-
ratus should find a place in an electric railway repair
shop where direct current for an electric arc is always
available at a comparatively low price. Yet there are
definite reasons for this paradox. The primary one
appears to be the delicacy that is an inherent feature of
the oxy-acetylene flame, which can be made to work in
places where the rather bulky electrode of the arc-
welding process would cover the whole job and prevent
any possibility of the operator's seeing how the work
was progressing. However, for heavy work, the arc
welder is very popular, and, as a matter of fact, many
electric railways use both the arc and the oxy-acetylene
flame in their repair shops, dividing the work between
the two in accordance with their individual advantages.

Of course, heavy work can be done with oxy-acetylene
if desired, so that the basis for comparison between the
two seems to come down to the question of cost. Since
the electric-arc welder uses current only when an arc
is actually struck, the draft of current for an arc such
as is used for light work, which is of the order of 100
amp., does not last continuously. Instead the average
draft of current over any extended period of time is
more likely to be about 50 amp., which at % cent per
kilowatt-hour would involve a cost of about 15 cents per
hour for current. For the oxy-acetylene flame, the
cost per hour is of the order of, say, 40 cents with the
smaller tips used in light work, and although this is
nearly three times the expense involved with electric
light the actual expenditure is really immaterial in view
of the amount of work that may be accomplished.

For heavy work, however, the large sizes of tips for
the oxy-acetylene process must be used, and with these
the cost per hour appears to run to, say, $1. With the
electric arc, even on the heavier jobs, the average draft
of current seems to be seldom beyond 100 amp., and
the cost per hour should hardly exceed 30 cents. Here
the matter of cost difference is an appreciable one and,
besides, in the large jobs the matter of rapidity with

March 18, 1916]

ELECTRIC RAILWAY JOURNAL

527

which the work can be done is of real importance. Here
the electric arc seems to have somewhat the best of it,
just as the oxy-acetylene flame is superior for small
work.

In repair shops, of course, the electric arc is not
really a portable outfit, and it must be used in a space
that is partitioned off from the rest of the shop, not
only because of the danger to the eyes of those who may
look at the flame, but also because of the fact that it
can be used only in those parts of the shop where over-
head wires give a supply of current or where special
wiring with the proper receptacles is installed. On the
other hand, the oxy-acetylene apparatus is completely
self-contained and lends itself readily to use as a port-
able tool, one especially handy scheme being that used
in the shops of the New York Railways, where a sheet-
iron cabinet 24 in. square and 5 ft. high has been
equipped with wheels and handles so that one man can
move it from place to place, a backward list provided
in the mounting eliminating any tendency for the tanks
to fall out when the door is opened. Such an equipment
enables the apparatus to be used anywhere, and this,
of course, is one of the most important of the factors
which make all forms of autogenous welding so greatly
superior to the old methods of the blacksmith shop.

Planning and Efficiency in Shop Work

AN interesting experiment in the way of adopting
the principles of scientific management to routine
car overhauling and special repair-shop work is de-
scribed in an article by F. P. Maize in this issue. As
the results have amply justified the effort and as the
plan has been in operation for two years with increas-
ingly satisfactory results, the description is well worth
while. It is especially appropriate in our annual main-
tenance issue.

At first sight it would not appear that the electric
railway maintenance shop affords a fertile field for a
planning system. Much of the work is special, and the
average layout is more that of a repair shop than a
manufacturing establishment. However, overhauling
is being done more and more systematically, and such
work lends itself well to careful planning. As Mr<
Maize shows, even irregular repair work can be taken
care of by the plan which he has worked out. The
crux of the situation consists in the existence or ab-
sence of lost motion in the shop processes. If there
is much of it, a systematic planning system will re-
duce it. The Portland scheme is one such; the same
fundamental principles can be applied generally.

As the article in question is read carefully, several
points are like to impress the reader. One is that losses
in labor and material of considerable magnitude may be
exempt from detection by ordinary means. Comparison
of detailed maintenance costs with respective costs on
other properties are helpful but only in a general way.
Analysis of local conditions is necessary also. A sec-
ond point is that the scientific spirit which produces
results in the laboratory is also applicable in prosaic
shop work. The root of this spirit is analysis, and its

crown is application. Both of these results are illus-
trated in the present instance.

The advocates of more elaborate schemes of scientific
management will probably consider the Portland plan
unnecessarily simple and tentative. It appears, how-
ever, to be founded on correct principles. Each suc-
cessive step has been taken as it became necessary, and
the results, the conclusion by which every premise and
process must be tested, are plainly evident on the credit
side of the ledger.

American Association to Conduct Exhibits

THE letter which is being sent by the executive com-
mittee of the American Electric Railway Manufac-
turers' Association to its members this week and which
is published under "Association News" elsewhere in this
issue, announces a very important change in the pur-
poses and future of that association. It explains that
the American Electric Railway Association has decided
to take charge of the arrangements for the convention
exhibits, entertainments, etc., for the 1916 convention
and will appoint a committee for that purpose composed
of representatives from railway companies and from
manufacturing companies which have joined the parent
association under the revised by-laws. Under these cir-
cumstances, the Manufacturers' Association, as it ex-
ists to-day, has little work to perform, and it is pro-
posed to move the headquarters on May 1 to less ex-
pensive quarters and that there will be no necessity for
the collection of the usual yearly dues.

We have already positively expressed our opinion that
the changes in the constitution of the American Electric
Railway Association, adopted at Chicago last month,
were desirable and in the interests of the entire indus-
try. They not only eliminate the waste of duplication
necessitated by the conduct of two organizations when
one will answer the purpose, but they enable the manu-
facturing companies to act, side by side, with the rail-
way men, in the American Electric Railway Association
and participate in its work as well as in its councils.
No one will deny that the Manufacturers' Association,
as an association, has been of great assistance to the
industry in the past, but the time has come for a single
association, and for one which can more closely knit
together all of the various interests, than was possible
under the old plan of organization.

We hope that the plan laid down by the executive
committee of the American Electric Railway Manufac-
turers' Association in its letter to its members will re-
ceive general indorsement. It recommends unified en-
deavor in all branches of the industry and that the
members of the Manufacturers' Association should
show their willingness to co-operate in the purposes of
the American Electric Railway Association by becoming
"member companies" in that association. The time for
divided councils has passed. There is now only one
association representing the interests of the industry,
and it should receive the cordial support of all of those
manufacturing companies which have previously been
members of the Manufacturers' Association.

528 ELECTRIC RAILWAY JOURNAL [VOL. XLVII, No. 12

Maintenance on the Detroit Tunnel

Electric Zone

Five Years' Operation of Ten Electric Locomotives and Some 20 Miles of Third-Rail Have
Shown Remarkably Successful Results, and an Outline Is Given of the Work and
the Methods Involved in the Upkeep of the Installation

IN October, 1910, the Michigan Central Railroad placed
in operation the now well-known tunnel between the
cities of Detroit, Mich., and Windsor, Canada, for
the purpose of eliminating the delays and expenses
incident to the operation ot car ferries over the Detroit
River, and since that date the operations of the electric
tractive equipment which was installed have been so
remarkably successful that an account of the company's
maintenance practices should be of interest. The elec-
trification covers a zone of about 4.5 miles in length,
including all of the track between the passenger stations
in Detroit and Windsor, these buildings being located
near the summits of the tunnel approach grades at
either side of the river. Extensions of the electrified
track are made beyond these points to provide yard
trackage upon which trains may be set out and picked
up by the electric locomotives after being made up in
the near-by steam-operated classification yards.

All classes of traffic are handled electrically through
the tunnel, and the annual tonnage in both directions
approximates 17,000,000, the maximum west-bound
freight trains being 2000 tons and the maximum east-
bound 2500 tons. The grades for the approach tunnels
are 1.5 per cent east-bound and 2 per cent west-bound,
three freight engines ordinarily being used on the
heaviest freight trains, one at the head end and two
behind. Passenger trains are hauled 2.3 miles for each
trip and freight trains about 3.6 miles. A certain
amount of switching is done, in both classes of service —
in part by the locomotives that haul the trains through
the tunnel — and in consequence the mileage records of
the tunnel locomotives are made up with a constructive

4 miles added to the actual mileage made each day.
Mileage records for the regular switch engines are
based upon the customary rate of 6 m.p.h. All loco-
motives are so assigned that they are practically pooled,
and during the course of a year they operate indiscrimi-
nately in the different services. On the above basis the
average annual mileage of each locomotive approximates
close to 18,500, or somewhat more than 1500 miles per
month.

All of the locomotives are of the four-axle, double-
truck type with all weight on drivers, and they are de-
signed to use 600-volt direct current collected from an
under-running third-rail. Each is equipped with four
General Electric motors of 280 hp., and these are geared
direct to 48-in. driving wheels with a 4.37 ratio, there
being two gears to each axle and a pinion on each end
of the armature shaft. The motors have box frames,
commutating poles and forced ventilation, which is ap-
plied at all times when the engine is in motion. The
control is of the Sprague-General Electric multiple-unit
cype, with two master controllers in the main cab and
the contactors in the auxiliary cabs, or housings, at each
end of the locomotive. Three running positions for the
controller are provided — series, series parallel or parallel.

At the present time ten engines are in service. Six
of these are of the 100-ton type described in the Elec-
tric Railway Journal for June 19, 1909, and four are
of a similar design but with slightly different details
of motor and control construction, and with consider-
ably more ballast, which brings the total weight to 120
tons. Tnis equipment is somewhat more than enough
to handle the existing traffic through the tunnel, there

DETROIT TUNNEL MAINTENANCE — PLAN AND PROFILE OF TUNNEL AND APPROACHES

March 18, 1916]

ELECTRIC RAILWAY JOURNAL

529

DETROIT TUNNEL MAINTENANCE SIGNAL TOWER AND EMER-
GENCY INSPECTION SHED IN WINDSOR YARDS

being regularly in operation five double-crewed engines
that work twenty-four hours a day and two that are
operated only for one shift daily. Of the remaining
engines one serves as a spare to take the place of
whichever road locomotive is turned in for regular in-
spection, and the other two are stand-by machines that
can be used during periods of abnormally heavy traffic.

Inspection Facilities for Locomotives

For the inspections, which are given to each engine
at ten-day intervals, there is provided a small steel and
concrete building in the yard at the Detroit end of the
tunnel. This is approximately 140 ft. x 32 ft. in dimen-
sions and it will hold three locomotives comfortably.
It has a single longitudinal track along one side. A pit
is provided for the whole length of the track, and this,
it may be said, was very successfully built upon a gravel
fill, which was introduced because suitable foundation
material existed only at some distance below the level
of the pit bottom. There is no transverse drop pit for
wheels, all dismantling work being done from above
with the aid of a 25-ton traveling electric crane which
has a single trolley. This, it may be said, is capable
of lifting the heaviest single piece that has to be han-
dled in stripping the engine, but it is, of course, not

capable of lifting the cab off its frame. The latter op-
eration, however, has not yet been required, and when
it is the engine will be hauled to one of the steam loco-
motive repair shops elsewhere on the system.

Along the side of the building opposite the track are
work benches and space for storing heavy spare parts,,
and at one corner of the building is an office and store-
room, the other corner being occupied by another room
that contains a small steam plant to heat the shop.
An oil storage room is housed in a small addition. No-
machine tools are installed, as the small amount of ma-
chine work that is occasionally required is done in one-
of the steam locomotive repair shops at another point
on the railroad. Neither the third-rail nor any over-
head contact structure is extended inside of the inspec-
tion building, and engines are moved as required by
means of a long, flexible, insulated cable and a contact
piece that may be held on the third-rail shoe of a loco-
motive, this rig being made live by cutting in a hand-
throw switch on a slate panel on the wall.

This covers the only facilities that are provided for
inspection and repairs, except for a small shed on the
Canadian side which is intended only for emergency
use and which holds but one engine. It is provided!
with a pit so that locomotive running gear can be ex-
amined or a brakeshoe applied, but it is normally un-
occupied. A live rail supported on an overhead struc-
ture permits engines to be moved in and out of th&
building under their own power through contact with
either of the two small pantographs which are mounted
on either side of the cab roof of each locomotive. It
might be said here that the locomotives had originally
a single pantograph in the center, but because of the
adoption of train sheds at the new passenger station
in Detroit which had ventilating openings along the
center line of the track the double pantograph arrange-
ment was introduced.

The entire shop force for electric locomotive main-
tenance is located in the Detroit inspection building and
consists of five men. This number includes a machinist-
foreman, an electrician, an air-brake specialist and two

DETROIT TUNNEL MAINTENANCE — FREIGHT TRAIN IN WINDSOR YARD

ELECTRIC RAILWAY JOURNAL

-740-S"

[Vol. XLVII, No. 12

DETROIT TUNNEL MAINTENANCE — PLAN OF INSPECTION SHED AT DETROIT

wipers. No work is done at night, the surplus of equip-
ment permitting overhauling to be carried on in the
intervals between the regular ten-day inspections.
Overhaulings are made dependent largely upon tire
wear, the removal of tires being the heaviest routine
job in connection with the locomotive maintenance.
They come at intervals of from eight to ten months,
and hold the engine for ten or twelve days. The in-
spections require about ten hours, and the engines are
held for this purpose in regular order, being inspected
first-in, first-out. After an inspection the engine is
assigned to the crew of the next engine due for inspec-
tion, and this crew stays on it until its next inspection
falls due.

Maintenance Practice and Results

From a maintenance standpoint the installation pre-
sents a record that is truly remarkable in view of the
small number of locomotives, the grilling service and
the low annual mileage per locomotive that is inevitable
on account of the short route. The expenditures for
locomotive maintenance remain very close to 5 cents
per locomotive mile, the change from year to year being
practically negligible. Figures for the year 1914 are
given in Table I.

Table I — Expenditures in Cents per Engine-Mile for Repairs

and Supplies, Detroit Tunnel Locomotives
Repairs to locomotives :

Labor 2.27

Material 2.69

Total 4.96

Engine-house expenses:

Labor 0.325

Material 0.16

Total 0.485

Lubrication 0.165

Other supplies 0.29

The costs shown under the heading "Repairs to loco-
motives" in Table I include all labor and material re-
quired to turn the engines out in good condition after
inspections and overhaulings, and also the charges that
are made against the electric locomotives for work done
for them at the steam locomotive repair shops at other
points. The costs appearing in the table under the
heading "Engine-house expenses" cover the incidental
supplies and the labor involved in the actual inspections.

At these inspections the locomotive is examined thor-
oughly and such work as is needed is done on the spot
by the man who is doing the inspection. Separate in-
spectors who do no repair work are not employed, nor

are the reports of the motorman that last ran the engine
depended on for a complete statement of the locomo-
tive's condition. However, the motormen turn in work
cards in accordance with the form shown in an accom-
panying illustration, calling attention to any defects
that have been found, and these, of course, receive due
consideration by the repair force.

At the overhaulings, which, as before mentioned, are
given to the engine whenever it becomes necessary to
turn or change its tires, the cab frame is lifted off the
trucks and the latter are stripped. All mechanical wear
about the running gear is taken up and the motors and
control are thoroughly overhauled, the engine being
turned out in a condition that is as good as new. As
no facilities are provided at Detroit for turning driving
wheel tires, the tires, after they are removed from the
wheel centers, are sent to the nearest steam locomotive
repair shop.

The changing of a set of tires, exclusive of any other
overhauling work, holds an engine for about four days,
the procedure being somewhat slow on account of the
fact that only a single overhead crane is provided. For
tire work one end of the cab frame is blocked and the
other end is raised while the trucks are run out from
underneath. The raised end is then lowered onto blocks
and the crane is released for the work of dismantling
the trucks, the wheels being removed and set up on the
floor so that the tires can be taken off the centers and
replaced with new ones.

Electrical Repairs

The regular attention that has been devoted to the
locomotives has resulted in keeping the details of the
equipment in astonishingly good shape, this being espe-
cially applicable in the case of the motors, which are
taken off the trucks at each overhauling, stripped of
their armatures, blown out and thoroughly examined.
Before being replaced in service the armatures and
fields are painted all over with Sterling black varnish.

At the present time the commutators are in perfect
condition and none of them has yet required turning or
slotting, the mica having been cut down when the
motors were built. Self-lubricating General Electric
brushes are used and the life averages about eighteen
months, some lasting for two years. They are almost
invariably renewed only on account of wear, such break-

DETROIT TUNNEL MAINTENANCE — ELEVATION AND CROSS-SECTION OF INSPECTION SHED

March 18, 1916]

ELECTRIC RAILWAY JOURNAL

531

age as occurs happening only in cold weather. Only
two armatures have given out during the five years that
the engines have been in service. One of these got an
interior short-circuit which burned out three coils and
a pair of core bands. On the other, two armature coils
were burnt out and had to be replaced.

Aside from these failures, practically nothing has had
to be done on the armatures since they were placed in
service. At the end opposite to the commutator the
canvas hoods have frayed off in some cases, and where
this has occurred the frayed canvas has been trimmed
off and bound down by means of heavy cotton cord, six
or eight turns being wound on between the edge of the
first band and the edge of the bell. On this winding
there are applied three coats of Sterling varnish, and
this seems to hold the cover permanently in place, as no
troubles have developed from such repair jobs.

The field windings also have given excellent satisfac-
tion, only one field coil having had to be renewed be-
cause of an actual failure in the windings. In addition,
one compensating field lead broke down at such a point
as to require the renewal of the field coil. A negligible
number of flash-overs have been experienced. These
have taken place between the commutator and the end-
bell, and in most cases the arc has carried over to the
motor frame. But in every instance the results of the
flash have been easily repaired by the local force at De-
troit by filing up the burnt spots and painting over the
creepage space.

However, for the sake of protecting the locomotives

against the effect of emergencies, two complete spare
motors and two extra armatures are kept in storage in
the inspection building at all times. One spare con-
troller is also kept on hand, but this has never been
used, and it should be said that the control equipment
appears to be in a remarkable state of preservation.

Only six arc-chutes have been replaced, and only six
pairs of contact tips renewed, during the five years' serv-
ice of time on the six older locomotives. On the original
engines the contactors were of the GE-166 type, and
these have given exceptional service. On the newer en-
gines No. 266 contactors were installed, and these have
not shown quite perfect results, although under ordinary
circumstances their action would be considered thor-
oughly satisfactory. Drafts of current of the order of
500 amp. per motor are frequent on the tunnel approach
grades and the engines are run on sand with the idea
of getting the train up the grade regardless of the load
on the motors. Consequently, when trains beyond the
locomotive rating are inadvertently delivered at the
tunnel the above-mentioned amperage is greatly ex-
ceeded, and cases have been encountered where the con-
tactors have been unable to break the heavy current,
the consequent arc burning them out. No circuit-
breakers are installed on the engines, the motors being
protected by 600-amp. fuses.

It is the practice to paint the inside of the arc chutes
with shellac at each overhauling, as this is considered
to be an aid in reducing the burning caused by the arcs
that are thrown from the contactors. Whenever this

NEW. YORK
CENTRAL
LINES

DETROIT TUNNEL MAINTENANCE — ONE-HUNDRED-TON LOCOMOTIVE

532

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 12

painting is undertaken the burnt composition on the
sides of the chute and on the contactors themselves is
first scraped off with an old hacksaw blade so as to leave
a smooth surface for the paint. On the master con-
troller the segments are wiped off with oil once every
ten days, removing only just what the oil takes off. The
results have been thoroughly satisfactory, because the
only wear apparent at present is at full running posi-
tion, where the vibration has produced a shallow notch
but not enough to be noticeable. No burning is in evi-
dence anywhere about the master controller.

With regard to the motor bearings, it may be said
that axle bearings are renewed when they are % in.
large. They are only just now beginning to require
changing, having lasted about five years. Quite a little
side play, however, has been found to develop in all of
these bearings, and at intervals liners have had
to be riveted onto the collar at the end of the brass to
take this up. During the period of about a year this
side play increases up to approximately V2 in., and it is
then reduced by attaching a soft brass liner with
countersunk brass rivets, the thickness being sufficient
to reduce the side play to about 1/16 in. The axle-cap
studs gave a certain amount of trouble in the beginning,

DETROIT TUNNEL MAINTENANCE FRONT VIEW OF LOCOMOTIVE

CHASSIS

as they were made of steel and had a strong tendency
to become brittle and break. Later on wrought-iron
studs were substituted for the original ones, and this
has obviated the difficulty. Armature-bearing brasses
are renewed after they get 1/32 in. large, or during the
course of about three years' service. Some trouble has
been experienced with these, three or four of them run-
ning hot in the course of every year.

Mechanical Repairs
Practically no trouble has been experienced with the
mechanical features of the locomotive. Repairs, aside
from normal wear, have been confined to small details,
such as that the equalizer pins at the centers and ends
of some of the equalizers have shown a tendency to roll
and shear off the keys. This is ascribed to extreme
hardness of the metal of which the pins were made,
which permitted them to work out of place and cut off
the keys, since soft-metal pins installed on some of the
engines do not display the tendency. Occasionally, also,
equalizer hangers have broken, but in the newer engines
these were made considerably heavier than on the older
machines, the thickness having been increased to the

depth of the boss throughout the whole length of the
hanger.

At only one end of the cab frame is there the usual
center casting and kingpin, the other end having a
sliding support to permit the swivelling of the articu-
lated truck frames, and this center casting is fastened
to the cab frame with eight 1-in. bolts. These bolts
have been found to shear off when one engine hits an-
other a moderately hard blow, the primary cause being
the extreme- rigidity of the heavy engine frame, which
prevents any "give" to reduce the force of the impact.

Very little difficulty has been experienced with the
third-rail shoes. Normally these run for three or four
months, and have to be replaced then only because of
mechanical damage and not because of excessive burn-
ing or wear. However, when the engines are operated
on the grades in the tunnel against the normal direction
of the traffic (a practice sometimes necessitated by con-
gestion of freight at one side of the river) the shoes
burn off very rapidly. It has been the case, in fact, that
shoes have lasted only for twelve hours' service under
such conditions. This appears to be caused by corrosion
on surface of rail from brine dripping from refrigerator
cars. A high-resistance scale is formed, often 1/16 in.
thick.

Side play for the driving wheels does not appear to
be a serious matter on these locomotives. Engines are
turned out after an overhauling with about Vs-in. side
play in the driving boxes, and they stay in service
until the movement reaches as much as 1 in. Nor-
mally, of course, the speed is low, but occasionally the
locomotives are reported to reach a speed of 50 m.p.h.
for short distances. Even with the maximum side play,
however, no especially hard-riding qualifies are devel-
oped nor is any damage done to the track. The side
play at the driving wheels is taken up with hub collars,
which were originally made of cast iron but later were
changed to soft brass, as this metal was found to run
better against the cast-steel boxes. The hub collars
run loose in the recess at the inside of the driving wheel
hub, and it is stated that they never cut the surface of
the hub because of grit getting in between the two
surfaces.

As before mentioned, double pinions and gears are
used for each motor. These were originally applied
with great care at the manufacturers' plant, and they
were checked for alignment of the teeth on opposite
ends of the shaft with a surface gage reading to 0.003
in. During the five years of service the wear has been
small, the material in both gears and pinions being
heat-treated, General Electric grade D, and for this
reason the problem of applying new pinions and main-
taining the original alignment of teeth has not yet
arisen. However, during the life of the locomotives,
the circumstance has been brought up whereby one of
the motors originally installed upon a locomotive has
been replaced with another, and in this case the pinions
on the new armature shaft have always meshed per-
fectly with the old gears. Pinions are also removed
from the armature shaft quite frequently owing to the
fact that the motors are of the box-frame type, and at
overhaulings it is necessary to remove one pinion before
the motor can be dismantled. In this case the pinion
is replaced upon the old key, being warmed in boiling
water and tapped into place with a light sledge ham-
mer, while being forced home by screwing up the pinion
nut. The gear center on each side is in one piece with
the driving wheel, the gear teeth being cut on a rim
that is shrunk onto the gear center and keyed in place.
None of these rims has ever been taken off, owing
to the small amount of wear on the gear teeth.

A noticeable feature of the engines in operation is

MARCH 18, 1916]

ELECTRIC RAILWAY JOURNAL

533

the spotless condition of the cabs, the brass work, even
to the Pyrene fire extinguishers, being polished to a
looking-glass finish, and the miscellaneous equipment
neatly stowed away. Among the latter is a droplight
on a long flexible cord, which when not in use is kept
in a specially arranged sheet-iron receptacle. For the
cleanly cabs the assistant motormen who are assigned
to each engine are responsible. The motormen are
charged with the duty of seeing that the engines are
in good operating condition while they are in service,
bearings that run hot or controllers that act badly hav-
ing to be promptly reported to the maintenance force.
In this connection it may be noted that three men ride
with each engine: a motorman, an assistant motorman
and a conductor, who handles train orders, makes coup-
lings and is generally responsible for the movements
of the locomotive, especially in the case of its running
light.

Third-Rail Maintenance

The electrical department of the Michigan Central
Railroad, which is under J. C. Mack, signal-electrical
engineer, and C. G. Winslow, assistant electrical engi-
neer, and which has charge of the electric locomotive
maintenance as above outlined, also is responsible for
the upkeep of the third-rail contact system that is in-
stalled in the electric zone. The latter division of the
electrical work is handled by a force of repair men sep-
arate from that employed on the locomotives. This
force is headed by an electrical supervisor and a general
foreman, and reporting to them, are three men classed
especially as third-rail maintainers. However, because
of the fact that all electrical work involved in the sup-
ply of electric power, the operation of telephones, sig-
nals and interlocking plants, the lighting and industrial
power in the t)etroit passenger station and the like is
also handled by this department, there are a number of
other employees who help out on third-rail maintenance
in cases of emergency. In the same manner the third-
rail maintainers devote a part of their time to outside
work, no rigid line being drawn between the duties of
the different classes of workmen. For the past two
years a considerable amount of construction work has
been done, so that the actual cost of third-rail main-
tenance cannot be definitely determined during this
period. However, in the year 1913, the cost was $135
per mile, on the 19 miles of third-rail then existing,
and this will give an idea of the cost under normal con-
ditions. For the year 1915 the recorded cost of power
distribution was $210 per mile of third-rail, this figure
including, however, maintenance of power-distributing
underground cables of all voltages.

Generally speaking, the most prolific causes of ex-
penditure in the maintenance of the third-rail are de-
railments and the salt-water drip from refrigerator
cars, of which a great number are handled over the elec-
tric zone. This drip falls upon the third rail and causes
creepage across the insulators from the third-rail to
the brackets that support it, setting up carbonization
that eventually provides a sufficiently free path for
current to burn out the insulator. The drip from the
refrigerator cars also displays a tendency to run to
the under side of the third-rail, and, as before men-
tioned, the consequent rusting, together with the salt
deposit, forms an insulating medium on the contact sur-
face that causes a certain amount of burning and also
produces cracks in the contact shoes of the locomotives.

During dry weather it is very unusual for any in-
sulators to break down. However, whenever fog or
rain comes creepage is accelerated, and frequently as
many as twenty-five or thirty insulators have been lost
within a short time after damp weather sets in. There
are 1000 insulators for each mile of third-rail, the insu-

lators being installed in pairs, two to each supporting
bracket. Under normal conditions many more insu-
lators are lost by burning than by breaking, an example
of which may be seen in the record for 1913, when 1200
insulators were burnt out and only 360 broken. Of
these burned insulators, it may be said, 375 were on
the tunnel tracks, and all but five of these were lost on
the east-bound track, which serves the majority of
loaded cars, as the west-bound traffic is composed
largely of empties. From June, 1912, to June, 1913,
approximately 700 insulators out of a total of 19,000
installed were lost by burning and approximately 200
by breaking, but between June, 1913, and June, 1914,
when a large amount of construction work began, the
number of burned insulators was increased to 1336
and the broken ones to 1017. This increase in insulator
failures was largely traceable to the construction of the
new passenger station at Detroit and the lack of ad-
justment of new and untried construction.

A certain amount of work has to be regularly done
in adjusting the position of the third-rail to provide
for wear in the running rail and ties. Recently brackets
have been supplied that are 1 in. shorter than the stand-

Eng. No.

Form 747.

LOCOMOTIVE WORK CARD. No.

Eng'r or Inap or For'n Place and Date

Work Started
Work Performed by

Work Finished

DETROIT TUNNEL MAINTENANCE— WORK-REPORT CARD

ard, so that as the running rail cuts into the ties, the
third-rail can be lowered correspondingly by using the
short brackets with the proper number of shims
under the base to bring the third-rail to the correct
height above the top of the running rail. Previous
to the introduction of the short brackets it was neces-
sary to remove the brackets and cut away the extended
ties on which they rested whenever it was desired to
lower the third-rail.

The wear on the third-rail to date has been very
small, and there is nothing about the construction that
regularly requires repairs or replacement, except the
insulators. However, on account of occasional derail-
ments that take place, with a consequent breaking down
of the third-rail, the department keeps at hand in stor-
age half a mile of material for third-rail construction,
in addition to the supply of extra insulators required
to replace those which are lost by burning or mechan-
ical breakage. At the present time the third-rail mile-
age approximates 23, the increase from the previously
mentioned figure of nineteen being due to additional
construction in connection with the large new passenger
station at Detroit.

The West Penn Railways Company of Pittsburgh,
Pa., has substituted l^-in. x 4-in. grooved maple floor-
ing for the yellow pine flooring formerly used for its
car bodies and vestibules. Experience has demon-
strated that the maple flooring lasts twice as long as
the yellow pine, which was also purchased with Vo-in.
grooves at 21/o-in. centers.

534

ELECTRIC RAILWAY JOURNAL [VOL. XLVII, NO. 12

Overhead Construction— Tools,
Specifications and Tests

The Relative Merits of Tower Cars and Automobile Emergency Wagons Are Discussed — Valuable
Hints Are Also Given on Reel Cars, Pole-Setting Equipment, Small Tools, etc.,
and the Precautions to Be Taken to Secure Satisfactory Overhead Material

By CHARLES R. HARTE

Construction Engineer The Connecticut Company, New Haven, Conn.

THE really fundamental piece of apparatus of over-
head construction and maintenance is the tower,
which has been changed very little from its earliest
form. This apparently is due to two quite unrelated
causes: first, an appreciation and fulfillment at the
outset of the real requirements, and, second, failure on
the part of overhead men to realize the cost of the line
gangs' effective time. Whether it shall be mounted on
a car or on a wagon depends on the service. For lines
on private right-of-way the car is a necessity, and its
ability to carry a full equipment of tools and material
makes it exceedingly valuable whenever it can be
brought to the point involved and kept there. For city
work, however, the mutual interference between tower
and trolley and street traffic restricts its use to other
than rush hours, compelling the use in addition of a
wagon which can short cut to the work, dodging inter-
ference, and make quick temporary repairs.

At least one large company employs almost no towers
at all, practically all work being done from extension
ladders used in pairs to
form "A's." To pass a car
the men come down and
stand the ladders in a ver-
tical position. This brings
them just outside the clear-
ance. When the car has
passed, the "A" is again
formed and the men go
back, all in less time than
it takes to describe the pro-
cedure.

Time being the main
essence of the situation,
particularly if the trouble
arises from a fire, many of
the urban companies main-
tain an emergency service
which, in addition to regu-

OVERHEAD CONSTRUCTION —
CAR ; PLATFORM SLIDES

lar repair work, goes out on fire alarms. In many in-
stances by the use of drop harnesses and horses the
apparatus is rushed to the ground with the first appara-
tus. However, in spite of the marked advantages of the
automobile chassis — instant readiness, high speed, un-
limited operating radius, and ability to carry a heavy
equipment;, often obviating the necessity for a car —
there are surprisingly few used, and practically none of
these makes use of the engine for anything but pro-
pulsion.

Raising and Lowering the Towers

The lighter towers can be raised by hand with com-
paratively little loss of time, although the engine could
do it far better ; but although the big car towers require
far too much costly time and effort, and that when it is
most needed for other purposes, the large majority de-
pend upon hand winches and human muscle. The sim-
plest power application connects the hand winch with
an electric motor, but this, as well as the -more compact

and efficient motor winch,
is high in first cost. Air
devices are less costly. In
one instance an air motor
has been connected through
the worm gearing to the
winch.

A less expensive but more
complicated installation
consists of an air hoist
with, if necessary, a sys-
tem of sheaves for multi-
plying the stroke to give
the required lift. This, as
well as the plan of carry-
ing the platform on the
plungers of vertical air
cylinders, is objectionable
on account of the elasticity

■COMBINED TOWER AND REEL
INTO EXTENSION POSITION

OVERHEAD CONSTRUCTION — UNITED RAILROADS OF SAN
FRANCISCO TOWER AND RUNNING OUT CAR

OVERHEAD CONSTRUCTION — CONNECTICUT COMPANY TOWER
CAR; PLATFORM RAISED ABOUT 1 FT.

March 18, 1916]

ELECTRIC RAILWAY JOURNAL

535

OVERHEAD CONSTRUCTION — INTERIOR OF CONNECTICUT COM-
PANY TOWER CAR; BENCH END

of the air, which causes the platform to dance. On the
other hand, a liquid system requires a special pump as
contrasted with the well standardized compressors used
with the air lift, and leakage is not readily compensated
for.

A scheme devised by Mr. Thomas, master mechanic
in the Waterbury shops of The Connecticut Company,
and now standard on the system, cleverly utilizes the
good points of both air and liquid. In this a supply
pipe is taken from the air-brake tank through an engi-
neer's valve to the top of a pressure tank which is partly
filled with oil. From the bottom of this tank an oil pipe
passes, through a control valve, to the bottoms of four
ram cylinders, which are simply sections of 3y2-in.
brass pipe. With the control valve open, applying pres-
sure on the oil lifts the platform, which is carried on the
plungers. Releasing the air lowers it, and it can be
locked in any position by simply closing the control
valve. It was found that while the maintenance of per-
fectly tight plungers was very costly they could be kept
reasonably tight with little trouble, the leakage oil being
led to an overflow tank from which it is returned to the
pressure tank. The first installation lacked proper in-
sulation between plungers and platforms, and in wet
weather the latter were too "hot" for comfort, while
the heavy oil employed stiffened up so in cold weather
that it literally "gummed the game." These troubles
were easily remedied, however, and the cars have been
exceedingly satisfactory ever since.

Equipment of the Tower Car or Wagon

Whether or not the platform shall be of the overhang
type depends upon the nature of the service. An over-
hung platform allows work to be done with wagon or
car clear of the track involved, and causes the least dis-
turbance to traffic, particularly if rotated by power. It
adds greatly to the weight, however, for it must have
far more rigid and substantial support. For work in
large cities the best combination is usually found to
be a square-platform emergency wagon working di-
rectly beneath "the trouble," and an overhung platform
car, which, however, also works under the trouble if
practicable.

OVERHEAD CONSTRUCTION — INTERIOR OF CONNECTICUT COM-
PANY TOWER CAR ; OPPOSITE END TO BENCH

Tower equipment ranges from a light extension lad-
der, a pair of heavy bolt cutters for strand and trolley
wire, a few small coils of strand and trolley, and a
chest carrying some hand tools, ears, hangers and insu-
lators, this being pretty close to the irreducible mini-
mum of a light emergency wagon, up to a car installa-
tion that is a cross between a general store and a
machine shop — and for the high-pressure repair and
renewal work of the larger cities there is none too much.
For example a recent medium-sized car has the follow-
ing normal equipment:

Pole-framing tools: Axes, draw-knives, plane, chisels,
saws, braces and bits, etc.

Pole-setting tools: Picks, shovels, bars, pike-poles, chains,
blocks and falls, etc.

Overhead tools: Sampson grips, monkey and Stilson
wrenches, heavy bolt-cutters, hammers, soldering pot, etc.

Overhead material: Ears, hangers, pull-overs, strain in-
sulators, splices, anchor sets, section insulator runs, brackets,
trolley wire, strand, clamps, bolts, washers, tape, S-hooks,
cross-arm braces, lag screws, etc., sufficient for about 1 mile
of single track, with extra supplies of parts most subject to
wear.

Telephone and signal material: Cross-arms, insulators, in-
sulator pins, choke coils, % mile of No. 10 wire, side brack-
ets, signal lamps, keyless sockets, etc., for about V2 mile of
line, with extra parts.

Telephone test set; telephone set with pole connector.

Signal lamps, signal lanterns, fusees, flags, "stop" and
"slow" signals.

Fire extinguishers, metal pails, brooms, etc.

Work bench with 10-in. bench vise.

30-ft. extension ladder.

Apparatus for Running Out Wire

For running out feeder or trolley wire a reel car is of-
ten used as a tender, a common form being a flat car with
triangular frames a little more than reel width apart
with reel bearings on long screws on the inclines. Still
simpler, for use in connection with a wagon, is the reel
gig, a reel-carrying frame which is an extension of the
tongue projecting enough behind the axle, to which it is
pivoted, to hold the reel clear of the ground when the
tongue is level, while by raising the latter the bearings
are lowered and the reel rests on its rims. This same
device with slight modifications can also be used as a
pole gig, such as was described by S. L. Foster of the

536

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 12

United Railroads of San Francisco in a recent number
of the JOURNAL. Mr. Foster, by the way, has the best
reel gig the writer has seen.

Often, however, the reel is carried on the tower car.
If mounted to feed out on the center line, as it should
be, the reel requires some handling device, such as a
small crane or trolley hoist, and on one car the stand-
ards can be rotated 90 deg. and the reel rolled into
place. Commonly, plain cheek plates are bolted to the
reel sides, an arbor a trifle smaller than the holes is
slipped through them and the bearings of the adjusta-
ble supports, and the desired tension is maintained by
means of a piece of scantling — or pretty much anything
else that is handy — used as a brake against the rim,
or not infrequently against the wire itself. In a much
better plan a band brake forms part of the standards,
lugs or similar devices on the cheek plate, engaging with
the brake drum. This is always on the job, gives per-
fect control, and the empty reel can be returned for
credit without causing a riot when it reaches the maker.

Although the writer knows of no case where the reel
stand is also fitted for power drive, such an arrange-
ment would seem very desirable when picking up wire
if a special motor was not necessary. At least one of
the larger companies, the United Railways of San Fran-
cisco, has found an independent wagon with motor-
driven reel and winch head a profitable investment.

Small Tools for Overhead Work

The overhead smaller tools were largely standardized
by the telegraph and lighting industries before the elec-
tric railway entered the field. The requirements of the
latter have differed in the main only in requiring
strength to handle the heavier material. In a few cases
changes in type were required, the cam and similar
short-grip come-alongs, for example, when enlarged to
handle the heavy copper wire developing a tendency to
deform as well as to securely grip it. The tools, of
whatever kind, should be of the best, for cheap tools are
costly wherever used, and nowhere more so than in

overhead work, where a failure at a critical moment
may have most serious consequences.

Pliers and cutters of the smaller sizes are usually
worn as personal armament in the belt, often in com-
pany with a peen hammer, screw driver, and small mon-
key wrench, but the tower should carry extra ones for
emergencies. A very useful tool for installing round-
top hangers is the "wrench" which holds the hanger so
that one lug can be hooked on the span and the round
top can then.be twisted until the other lug can be ad-
justed. Special local devices often require special tools
for their best installation. For example, S. L. Foster,
previously referred to, uses on turns a feeder clamp
consisting of two lugs which grip the feeder and hold it
to the insulator when the single bolt is tightened. The
feeder is bent to the proper angle by a "jim-crow"
similar to a diminutive rail bender.

Tools for Pole Setting

Spoons, digging-bars, pikes, cant-hooks, jenneys and
the rest of the pole-setting equipment are in the main
no different from that of pre-trolley times. A device
long in use, but only recently on the market in a form
designed to meet the heavy eccentric load, is the pole
jack. It is indispensable in city work, and nearly so in
the open, its use being economical because it is a time
saver, and, with wood supports, a pole saver. Another
"once-used-never-without" device, which has been very
slowly developed, is the pole setter, almost an absolute
necessity in modern city work, and a money saver even
on small lines, particularly if wisely combined with the
tower or tool wagon. In its simplest form it is a gin
pole, but it may be found in varying degrees of com-
plexity and efficiency. In the open, where guys can be
run out, a gin pole, shears or wagon derrick, if fitted
with a good winch, is usually quite satisfactory. In
some cases a snap rig permits easy use of the team, in
which case, of course, provision must be made to pre-
vent pulling the setter out of place. For city work,
however, where heavy poles must be handled among a

OVERHEAD CONSTRUCTION— HOME-MADE YET VERY EFFICIENT POLE SETTER; NOTE ANCHOR GRIP ON RAIL OPPOSITE POLE BE-
TWEEN WHEELS. POLE ERECTION BY HAND

March 18, 1916]

ELECTRIC RAILWAY JOURNAL

537

maximum of light, power and communication wires with
a minimum of clearance, and traffic conditions restrict
if they do not entirely prevent guying, the device must
be very carefully worked out or the results will be dis-
astrous.

A pole-setting device of comparatively recent develop-
ment, which is very effective in its limited field, that is
where many poles are to be set on low grades and in
soil free from large stones, is the power auger. On the
transcontinental telephone lines this machine proved
exceedingly satisfactory. In the South and West, par-
ticularly if built as an attachment to other apparatus
and not as an independent unit, it might well prove
economical on extensive work.

Other Devices for Overhead Work

Speaking of attachments, a mounted, "able-bodied"
motor or gasoline engine can often be used to great ad-
vantage on a small system if arranged to serve a number
of devices hooked up to it as needed, and requiring
little space or interest allowance when idle. Many of
the field devices find good use in the store yard. The
cable-puller winch is worth several men if heavy mate-
rial is to be handled, while if it is equipped with a
rereeling device, as it should be, with its aid usable old
wire can readily be put in shape for re-employment. It
is well to use a uniform diameter for such coils, or
possibly two diameters, so that one size can be hung
inside the larger. If strand is kept tied up in coils of
a size easily handled, and of a length lending itself to
the requirements of the system, the cars can be re-
stocked in a few minutes and there is not the waste of
wire or time which results when a full reel is kept "on
tap" and the men help themselves.

Requiring little power work, but sometimes helped
out thereby if it is available, is the overhead work which
can be done in advance in the yard. How much can be
so treated is always a local question which requires a
balancing of the gain in time against the loss in mate-
rial. Anchor logs can be prepared, brackets made up,
and similar work done in advance without waste.
Spans can also be made up if for uniform distance be-
tween poles, otherwise the margin allowed in length for
safety eats up an astonishing amount of strand.
Goose-egg and other open-groove porcelain strains, now
used to a considerable extent, do not lend themselves to
advance make up, the desire on the part of workmen to
close the strand so tightly that the "egg" cannot drop
out resulting in much injury and breakage, particu-
larly with high-grade strand. In San Francisco
wrought-iron loops are used, these being so shaped that
the eggs can be slipped in at one end and slid down to
a snug fit at the other.

As stated earlier, however, the whole question of
tools and practice is tied up with local conditions, and
each property has to determine for itself whether the
saving at one point warrants the probable added cost
at another.

Specifications

Although telegraph construction, long standardized,
lias furnished the groundwork for trolley overhead prac-
tice, until recently there were almost no specifications
for the latter. The few which had been written were
far from complete, and differed widely in what they
prescribed. This was doubtless due to the fact that by
far the greater part of our trolley mileage has been built
in independent units, too small or too uncertain in out-
come to warrant the expense of special research work.
The absence of any standard specification resulted in
each constructor becoming a law to himself.

Sometimes service or other requirements were set

forth, sometimes not. In at least one instance "

miles of overhead put up" covered the field broadly if
not specifically, and at least as sensibly as a recent
specification which prescribed a minimum weight for
certain devices under bending stress only, without the
slightest restriction as to the section to be used. In
the same class was another specification, which fixed a
minimum weight for a hanger, where every unneces-
sary ounce is an economic crime of high degree, not
merely wasting material, but accelerating wear on car
and trolley. This minimum being greater than the
standard weight of a well-known make, the manufac-
turer had the patterns vigorously rattled in preparing
the molds, giving a much thicker and heavier shell,
which was accepted as entirely satisfactory.

In 1906 R. E. Wade and the writer, with the generous
assistance of many "overhead men," engineers, con-
structors and operators, to whom drafts were sent for
criticism and suggestion, prepared quite a complete
specification for material and construction for the New
York, New Haven & Hartford Railroad trolley lines.
Recognizing the importance of the production side of
the situation, this specification was also submitted to
the leading manufacturers with the request that they,
too, freely criticise and suggest from their point of
view, and advise just what stock material would most
nearly meet the requirements as written, and also as
they would modify them. Many of the suggestions
were most helpful, and were embodied in the text, and
from the material submitted limits were established
which would admit all the commercial designs meeting
the requirements of the final draft. Drawings were
then made up showing only the important dimensions,
leaving as much as possible unrestricted except by the
requirement that every article comply with good com-
mercial practice. It is interesting to note that with
one exception every device specified was standard with
at least one manufacturer, by no means always the same
maker, however. The feed-in yoke, of which no marked
type had fingers of desired length, was readily modified.

The importance of adjusting technical demands to
commercial conditions is too often overlooked. A spe-
cial design, considered by itself, is often more efficient
than the market types, but this is only part of the story.
The higher cost, and the difficulties and delays involved
in securing deliveries, not infrequently give a net result
decidedly in favor of the stock article. It is doubtful
if there has been more flagrant disregard of this fact,
however, than in "overhead," and the shelves of the
makers are full of patterns differing just enough from
each other to be different, and each acceptable only to
its special advocate. That such special designs are more
expensive is pretty well understood. That the extra
cost of development, care of patterns, loss of room, etc.,
is paid for by just and unjust alike, as an "overhead"
prorated over the output, is not always realized by the
purchaser of the usual devices. Obviously the imposi-
tion of such charges is the only way in which the maker
can protect himself, while the money locked up in stock
of this character means just so much less standard
material, and consequent greater likelihood of delay in
filling orders. In the developing A. E. R. E. A. speci-
fications, recognition of these facts, and acceptance of
material already standard with other overhead interests
wherever it is applicable, should materially improve
market conditions.

Tests and Testing

Whether or not the material obtained complies with
the requirements is, of course, best determined in a
well-equipped testing laboratory. Many of the larger
companies either have such facilities, or employ the

538

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 12

services of one of the private laboratories, of which
there are a number. Where financial conditions do not
seem to warrant the expenditure necessary under either
of these plans, much can be done with home methods
if used with that breed of sense called "common" be-
cause of its rarity.

The sole purpose of any test should be the determina-
tion of the fitness, or otherwise, of the device under
observation for the service to which it is to be sub-
jected. In some cases it becomes desirable, in order to
produce a breakdown and to observe just what happens,
to employ loads or conditions unlikely of realization in
service. However, as a rule, service loads multiplied by
a factor of safety ranging from two, for wire and
similar specialized and dependable products, up to six
for rough wood, to cover manufacturing and material
contingencies, are entirely sufficient and proper. Armed
with chemicals and testing machines a laboratory en-
thusiast can produce all sorts of results and, if a com-
pany can afford it, some good can often be had from
investigations apparently quite afield from ordinary

Plot form 7'r 7'

Sliding Extension 6'xo'

Oyer flow

OverflowTank-) rQII Tank Gage

Piston-*'^ Pressure Pipe~i '^Piston

Safety
Valve'}

Air Tank
Air Brake ^-4^7
Equipment

/Pressure Pipe
Piston Pi erf low Pipe-~t

W Piston r

t-AirSupply

Engineers'
Valve

Plan

OVERHEAD CONSTRUCTION — PIPING SYSTEM FOR COMBINED AIR
AND OIL TOWER PLATFORM LIFT

use. For the less fortunate property, however, this is
neither necessary nor desirable.

For almost every material the general appearance is
a good index, especially if the inspector is reasonably
familiar with the processes of production.

Testing Wood Cross-Arms and Strains
Wood requires some little acquaintance and experi-
ence. High-grade or very poor stock is unmistakable,
but there are intermediate grades in almost all
varieties that keep the young inspector continually in
hot water. Cross-arms are particularly subject to
doubtful appearances. By holding one end of a cross-
arm in a vise and subjecting it to a twisting stress by
means of a bar slipped through the opposite end pin-
hole, it can usually be readily determined if the "de-
fect" is an open crack of some kind or merely a scratch
or a mark. This test must be made with discretion,
however, for a perfectly good cross-arm can be split
with surprising ease if the twist is sharply applied.
Loose knots can often be "jumped" by a sharp blow
on the adjacent wood, while cracks and shells can often
be detected by the sound on tapping the suspected stick
sharply. Poles do not show defects as clearly as fin-
ished material, but many troubles are obvious. A scor-
ing tool is convenient to determine if the wood under
the surface is "live," and a miniature pick will usually
reveal soft but undisturbed knots, usually a sign of
inside rot.

Wood "strains" usually fail either from defective

ends or cross-grain. A crude but effective testing ma-
chine can be made from a heavy beam with a water tank
for the weight. Knowing the relative positions of ful-
crum, test point and tank, the weight of the beam and
the cross-section of the tank, the latter can be marked
for the desired loads which can be applied uniformly
and as rapidly as desired up to the delivery capacity of
the filling hose. While perhaps not as good as an
Emery, an Olsen or a Riehle, such a testing machine can,
with a few fittings easily made by a good mechanic, be
of great use. Cross-grain is usually quite apparent
with the modern natural-finish strains. For the older
black-painted ones, and in testing for dead wood in the
natural finish, the strain, held by one end, is struck
smartly across the edge of an anvil or the head of a
rail, letting the free end extend beyond the object struck.

Testing Metal Pieces

On inspection protective coats on metal usually show
blisters if there is lack of adhesion. If the object will
permit bending, a few bends furnish an admirable test
for the attachment of the coat. As to its thickness, the
well-known Preece test, with its modification for sher-
ardizing, is easily made and is the standard. As many
know, sherardizing often "blooms" with a fine red coat,
apparently a heavy rust, which presently disappears
with no appreciable ill effect. Apparent service failures
of this treatment are usually of this class. There has,
however, been some irresponsible and wretched sher-
ardizing, the "bloom" of which was real corrosion.

The chief shortcoming of malleable and forged mate-
rial is brittleness, due to burning or crystallization, and
one test is the same as for cross-grain in wood, a smart
blow across a sharp edge. Eyebolts, anchor rods and
the like can also be treated for protection, adherence and
brittleness at the same time by gripping one end in a
well-anchored bench vise, and bending sharply a few
times. Such a bending test, continued to destruction, is
a good rough-and-ready check on the toughness of ears,
strand, wire and the like, particularly in connection
with the appearance of the fracture. Strand and wire
from the better makers, however, runs very uniformly,
and tests other than behavior in making up are hardly
needed.

Mechanical Insulation Tests

Hangers rarely give trouble by the softness of the
insulation, but there have been instances where they
have done so. There should be no observable softening
or loss of strength at a continued temperature of 150
deg. Fahr. The chief weakness is at the junction of
lugs and body, readily detected by a smart blow on an
anvil. The general strength can be checked by hanging
by the lugs and loading the stud, through a bar screwed
to it, with 600 lb. It has been gravely required that the
stud should support 8000 lb., but how senseless such a
requirement really is appears from a consideration of
the corresponding consistent test for the span. With
the standard inclination of 1 ft. in 10 of half spans, 1-
lb. load at the car gives 10-lb. pull at the pole. To cor-
respond, then, to the 8000-lb. hanger test, the span
strand should be tested at 40 tons.

Whether the company must use these rough tests or
whether it can support a full-fledged testing department,
and the net cost of the latter if wisely administered is
by no means high, it is most important that the in-
spectors have a reasonably clear knowledge of the manu-
facturing details of the materials to be tested. Such
knowledge, on the one hand, prevents the ridiculous mis-
takes often made by sincere but ignorant inspectors,
and, on the other, permits prompt and effective "nailing
of the fairy tales" with which ingenious supply men
sometimes endeavor to meet unexpected contingencies.

March 18, 1916]

ELECTRIC RAILWAY JOURNAL

539

Planning and Efficiency System in
Portland (Ore.) Shops

An Adaptation of the Taylor System to Electric Railway Repair Shops Has Been in Use in
Portland for Two Years with Satisfactory Results — By Centralizing the Planning
and Other Clerical Work the Effectiveness of the Shop
Force Has Been Increased
By F. P. MAIZE

Master Mechanic Portland Railway, Light & Power Company

SOME time ago when the management of this com-
pany, after having been impressed with the work-
ings of the Taylor efficiency methods in some of the
Eastern manufacturing plants, decided to introduce the
system in the electric railway repair shops in Port-
land, we endeavored without success to obtain printed
matter describing the application of the system to elec-
tric railway shops. Investigations showed that plan-
ning and efficiency systems, sometimes misnamed
"scientific management," were being tried out by sev-
eral roads, but only in a small way and in only parts
of their shops. Now that the system has been success-
fully started in Portland, it may be of assistance to
other companies to have the benefit of our experience
in order that they may avoid at least some of our mis-
takes and have something of a foundation to work upon.
The following statements have, therefore, been set
down, giving the facts just as they occurred.

The master mechanic who adopts the planning sys-
tem will find that he has undertaken a difficult task, but
a study of our experience may encourage him in accom-
plishing it. He is advised, however, not to attempt it
unless he starts with the determination to stick to it
and push it through, no matter what occurs. There
will be plenty of hard work, and many ups and downs
before success is achieved.

The planning and efficiency system now in operation
in the shops of the Portland Railway, Light & Power
Company is founded entirely upon the principles and
methods made famous by the late Frederick W. Taylor.
With all due respect to the "experts in scientific man-
agement," we are satisfied that the chances for success-

PLANNING SYSTEM — FIG. 1, WORKMAN CALLING IN TO START
JOB. TIME SLIP CABINET AT RIGHT, BOX FOR TIME
AND INSTRUCTION CARDS BELOW

ful adoption of planning and efficiency systems are
greater when the methods are developed and introduced
by the local organizations without the aid of so-called
experts.

Enthusiasm in the possibilities of the Taylor method
is the first requisite. The writer confesses to the posses-
sion at first of the usual prejudices against such meth-
ods, believing that they meant only additional red tape
and that the savings which might be secured in the
shops would be offset by correspondingly increased ex-
penses in the office. However, in his apprenticeship
and workman days he had had the customary unsatis-
factory experiences with piecework methods, and later,
when entrusted with the handling of workmen and
direction of work, had learned to appreciate the impor-
tance and desirability of good pay for the workmen and
stability in the schedules of wages. This experience
made it relatively easy for him to become interested in,
and to take up the principles of scientific planning and
efficiency and to apply them to the local electric railway
repair-shop conditions.

Earlier Repair-Shop Practice of the Company

The conditions on the property at the time of the in-
troduction of the planning system were as follows :

The railway operated from 400 to 500 cars, making a
mileage of about 14,000,000 per year. Due to the large
area covered by the city, the railway had one large shop
and four carhouses well scattered. As the carhouses
were some distance from the shop, and it would cost
more to transfer the cars to and from the shop than to
do the light Work on the spot, each carhouse was

PLANNING SYSTEM — FIG. 2, TIME CLERK ANSWERING TELE-
PHONE AND STAMPING AND FILING
TIME CARD

540

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 12

CAR HOUSE 1

CAR HOUSE 3

CAR HOUSE 4

CAR

CAUSE

IN

OUT

CAR

CAUSE

IN

OUT

CAR

CAUSE

IN

OUT

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PLANNING SYSTEM FIG. 3, BLACKBOARD CHART, CARS

IN AND OUT

equipped with wheel grinder, car hoist, crane, drill
press, emery wheel, grindstone and small forge. The
carhouse forces were allowed to grind wheels on the
cars, change wheels, change armatures on the split-type
motors, and replace complete motors of the box type,
but they were not allowed to do any general overhauling
or heavy repairing.

All parts, such as controllers, armatures, motors, air
compressors, circuit breakers, etc., were sent to the
carhouses ready to be put on the cars, and if any parts

PLANNING SYSTEM — FIG. 4, CHART OF SHOP LAYOUT

were defective these were replaced and the defective
parts were sent to the shop for repairs. A delivery car
visited each carhouse every other day to deliver and
pick up material. By this plan equipment was kept in
good shape, and the patchwork which is liable to be
done at carhouses because of lack of facilities and time
to do good work was avoided.

The cars received general overhauling at the shop
on a mileage basis. This consisted in taking the motors
and trucks. apart, repairing all worn pieces, cleaning
and painting the motors, overhauling the wiring, elec-
tric parts, air valves, etc., as well as the car body. All
parts had been standardized, making them interchange-
able in the different equipments where possible in order
to minimize the variety of parts. All individual parts
were made exactly alike, so that if any gave out they
could be replaced at the carhouse without fitting.

The Planning and Efficiency System as Adapted
to Portland Shop Conditions

The Taylor system as applied in industrial plants is
so well known that it will suffice here to state that for
our purposes the elements consisted in the following
elements: (1) The organization and instruction of an
office force for planning and routeing work, following
its progress and keeping all necessary records; (2) the
transferring of all clerical work to this office; (3) the
securing of data as to the capabilities of men and ma-
chines, and (4) the fixing of such time allowances for
jobs as would conduce to economy in production. How
this was done will develop as the story progresses.

Making a Start

After deciding to adopt a planning and efficiency
system the first question was how to start. It was
decided that the best way would be to adopt a small
part of the system all over the plant at one time rather
than to try it in a part of the plant only. The latter
procedure might have resulted in interference between
the two systems. The chief clerk was first set to plan-
ning the office part, and the general foreman to sys-
tematizing the work in the shops so there would be no
hitch when we were ready to begin. Previously cars
had been ordered in by the chief clerk under instruc-
tions of the general foreman, but now this was entirely
turned over to the chief clerk whose duty it would be
to keep the shop supplied with work.

The foremen were first approached on the subject, and
as nearly all of them took kindly to the plan we next
discussed it with the workmen. Rumors had circulated
in the shops to the effect that scientific management
was to be introduced, and that it would make the men
work harder. For this reason the name "Planning Sys-
tem" was adopted, appropriately, as we had decided to
take up the planning part first. The attention of the
men was directed to the fact that they would not be
required to make out time cards, and that material
would be delivered to them, thus saving them the
trouble of going for it. They soon began to take an
interest in the system, some of the good men asking
how soon it was to be inaugurated, as they thought it
a good thing.

We had in the shop office a large blackboard on which
was a chart for keeping track of cars in the shop. This
chart is shown in Fig. 3. We decided to continue the
use of this board, and made also a large route board
of the complete shops as shown in Fig. 4. This was laid
out to scale, and numbers were used to indicate spaces
for material with letters for the respective shops. For
example, "Al" designated space No. 1 in the armature
room, "B" designated the blacksmith shop, etc. On the
board rectangles representing the machines were num-

rrrr

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FFl 86 l_JCr

h-

March 18, 1916]

ELECTRIC RAILWAY JOURNAL

541

PLANNING SYSTEM — FIG. 5, CABINET
FOR TIME CARDS

bered and lettered also. Thus, "El" was used for
emery wheel No. 1, "BM2" for boring mill No. 2, etc.
Corresponding with the lettering on the route board,
signs were hung over each machine and space on square
boards painted white and lettered in black. These sign
boards were not fastened tight, but were attached in
such a way that they could be moved in case a re-
arrangement of the space was found more convenient.

Getting the Office Work Started

As each department had a telephone, we decided to
put one calculagraph in the office, to keep the time cards
in the office, giving the workmen paper duplicates, and
to have the workmen telephone to the office for orders,
the time clerk stamping their cards in the office. Small

cabinets were made
to hold these time
cards near the tele-
phone in each depart-
ment. The design of
the cabinets is shown
in Fig. 5. The cabi-
nets were made with
left-hand and right-
hand sections, the
left-hand one for the
slips representing
jobs on which the men
were working, and
the right-hand one
containing the slips
showing the jobs next
to be started upon. A large cabinet for the use of the
time clerk was placed in the office, divided into main
sections to correspond with the shop cabinets.

When a workman had finished a job, he telephoned
in to the time clerk, who stamped his card out on the
calculagraph. The workman would then take up the
next time card, which stated that he was starting on
a new job, and the time clerk would correspondingly
stamp the starting time on the card in the office.

Previous to starting the planning system, the office
force consisted of seven men : a chief clerk, a statistical
clerk, a mileage clerk, a record clerk, a cost clerk, a
time clerk and a stenographer. There was also one
clerk in the overhauling department to make out requisi-
tions, and one in the carpenter shop, making a total
clerical force of nine. In introducing the new system
we found it necessary to move the outside clerks into
the office, and to increase the office force by one clerk
and one office boy, making a total of eleven. In order
to systematize the work of these clerks, the schedules
of duties shown in Table I on page 542 were prepared.

Shop Preparation for the Transition

In putting the new plan into operation, no changes
were to be made in the shop foremanships but each
foreman was instructed on the following points:

A "moving gang" was to be provided, and these men
were to move all material. No work was to be done
without an order from the office, and if the men had
nothing to do they were to wait until they got orders
from that source. When work came in that required
the taking apart of equipment, an order for such work
would be secured, after a list of what was to be done
had been made out and reported to the office on an in-
struction sheet.

When all the plans for keeping records had been com-
pleted and the necessary forms printed, it was decided
to inaugurate the new plan on the date of the beginning
of the next ensuing payroll. On the previous day all

No.

Total Wages S -
Time Ending —

PLANNING SYSTEM — FIG. 6, SEMI-MONTHLY TIME CARD

of the foremen were instructed to close up all of the
jobs on which work was being done, and to send to the
office a list of the unfinished jobs and a list of the names
of men who would work on these jobs. Each workman
had been given a number, and the foremen had fur-
nished the chief clerk with a statement of the various
classes of work which the respective men could do prop-
erly and the machines which they were competent to
operate.

The night before the new plan was inaugurated, the
daily time cards were taken out of the clock racks, and
semi-monthly cards like those shown in Fig. 6 were put
in for each man. This was done as the men were to be
paid twice a month. The office force made out the in-
dividual time cards for all of the jobs left over, and for
any new ones which were on hand. The jobs were
assigned to the men, and the cards were distributed to
the several cabinets ready for the men when they ar-
rived in the morning. The foremen were instructed to
be near the telephones in the morning, and to instruct
the men if necessary. Everything started out with but
little delay, such delay as did occur being caused by the
necessity for assigning a job to each workman on the
first morning.

The First Difficulty and How It Was Overcome

The first trouble started because the workmen ran
out of work and had nothing signed up for them to do.
As the office force was not acquainted with the work,
the foremen turned in to assist them and, although
they had to work nearly every night for a while, little
time was lost by the men. It was soon found that
work was being done so much more rapidly under the
new system that the men were running out of work.

Slip No-

DEFECT SLIP

. Division Car No.-

Date-

The exact nature of defect must be reported. If defect cannot be readily located
give particulars which will assist in locating trouble.

Inspected by-
Foreman

Day-Night

PLANNING SYSTEM — FIG. 7, DEFECT SLIP

542

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 12

Table I — Duties of Office Clerks

Duties of Chief Clerk — Production
Clerk

1. Receive all approved orders. As-
sign shop order numbers. Make out in-
struction sheet and cost record.

2. Designate order of work and
sequence- of operations. Approve mate-
rial lists. Give instruction sheet to
route clerk and material lists to mate-
rial clerk.

3. Receive reports of variation from
schedule. Investigate and notify proper
departments of delays.

4. Issue tracer for material not re-
ceived promptly.

5. Receive instruction sheet and cost
record from cost clerk when completed.
Make record of operations. Index and
file.

6. Supervise all office work.

7. Receive and open mail, and send
to proper desks.

8. Order in disabled cars. Keep rec-
ord of cars in shop.

9. Keep record of all cars overhauled
and painted, with dates next due. Or-
der cars to shop when due.

10. Keep record of all work per-
formed in department.

11. Make up all work orders and
estimates.

12. Make out requisitions for all
material to be purchased.

13. Make receipts for all material re-
ceived on purchase orders.

14. Check all orders and invoices.

15. Check and approve all requisi-
tions for material drawn from store-
room.

16. Keep record of cars owned.

17. Keep record of all changes af-
fecting cars.

18. Make up monthly statement of
cars owned.

19. Make up monthly report of work
performed in department.

20. Keep record of free transporta-
tion of all forms used in department.

21. Keep list of all employees in de-
partment, with addresses, etc.

22. Make up office payroll.

23. Check and approve shop and car-
house payrolls.

24. Check report of distribution of
shop labor and material. Add per-
centages and send to auditor.

25. Keep record of locker keys in pos-
session of employees.

26. Check and approve monthly esti-
mate for stationery.

27. Make out credit memoranda for
all scrap material shipped.

28. Make up monthly statement of
oil and grease consumed.

29. Keep ledger account of manufac-
turing, work-order and shop expense.

30. Keep record of number of men
employed at different rates in each de-
partment and keep total of the monthly
payrolls.

31. Keep efficiency record of office
employees and inspectors.

32. Keep record of all company tools.

33. File catalogs and periodicals.

34. Supervise fire drill organizations
at shops and carhouses.

35. Attend and report on all fires
occurring on or near company propertv,
excepting buildings under supervision
of light and power department.

36. Inspect fire alarm system at
shops daily.

Duties of Route Clerk

1. Receive instruction sheet and cost
record.

2. Fill in operations and estimated
time.

3. Enter work on route sheet.

4. Put tag on planning board.

5. Make out order of work sheet.

6. Make out instruction cards.

7. Give instruction sheet to cost clerk.

8. Receive duplicate time cards and
instruction cards for work completed.

9. Check completed jobs on route
sheet and plan board.

10. Notify cost clerk when jobs are
completed.

11. Report variations from schedule
to production clerk.

12. Take shift on time desk.

13. Take production clerk's place
when he is absent.

Duties of Assistant Route Clerk

1. Receive instruction card from
route clerk.

2. Make out time cards in duplicate
for each operation. Send duplicate with
instruction card to department fore-
man. Give original to time clerk.

3. Receive duplicate time cards for
completed jobs. Sort by shop-order
number and give to route clerk.

4. Receive time cards and work re-
ports from rip track. Put charges on
time cards and give to assistant time
clerk. Keep record of work.

5. Assist cost clerk in making out
cost cards on cars overhauled and
painted.

6. Take material clerk's place when
he is absent.

Duties of Time Clerk

1. Receive original time cards from
assistant route clerk. Distribute in
right-hand pigeonholes.

2. At 7 a. m. stamp all cards in left-
hand pigeonholes with calculagraph.

3. When workman telephones giving
his number and the number of the job
he has just completed, take correspond-
ing card from left-hand pigeonhole,
stamp in calculagraph, verify number
of job the workman is about to take
up, take corresponding card from right-
hand pigeonhole and stamp in calcula-
graph, replacing in left-hand pigeon-
hole.

4. At 4.45 p. m. stamp all cards in
left-hand pigeonhole in calculagraph.
Copy these cards for the next day's
work.

5. At 8.30 a. m. send the office boy
to collect "ring-in" cards.

6. Check calculagraph cards for
previous day, extend hours and
amounts, check total with payroll.
Give cards to cost clerk.

7. On the 13th and 28th of each
month, close payrolls, extend time and
amounts, balance and copy for new
payroll. Give to chief clerk.

8. Make out time certificates for all
employees leaving service.

Duties of Material Clerk

1. Receive material lists from pro-
duction clerk. Write all requisitions in
triplicate. Forward original and dupli-
cate to storeroom. Send triplicate with
move order to moving gang.

2. Receive triplicate requisitions from
moving gang when material has been
delayed and give them to cost clerk.

3. Take shift on time desk.

4. Assist cost clerk in preparing
monthly statement.

Duties of Cost Clerk

1. Receive instruction sheet and cost
record from route clerk and file in cur-
rent file.

2. Receive calculagraph cards from
time clerk. Enter on proper cost rec-
ord sheets.

3. Receive duplicate requisitions from
auditing department, sort and check
with triplicates. Enter on proper cost
record sheets.

4. When notified by route clerk that
a job is completed, close shop order.
Total up labor and material. Enter on
recapitulation sheet.

5. Enter totals for manufacturing
shop orders on special cost record.

6. Enter totals for overhauling and
painting on special cost record.

7. Submit special cost records to
master mechanic.

8. Report cost of manufactured ar-
ticles to auditor.

9. On the 28th of each month, total
up all charges for labor and material,
and enter on recapitulation sheet un-
der proper distribution. Total up re-
capitulation sheet and give to chief
clerk.

10. Take shift on time desk.

Duties of Office Boy

1. Every half hour make rounds of
shop, taking out time cards and instruc-
tion cards, and collecting completed
cards.

2. Sort time cards.

3. Perform other duties as designated
by chief clerk.

Duties of Statistical Clerk

1. Arrive at 7 a. m.

2. Receive telephone reports of
crippled cars, etc., from carhouse fore-
man. Tabulate and give copies to mas-
ter mechanic, chief clerk, general fore-
man, general manager, and file.

3. Receive written pull-in reports
from carhouse foreman, and tabulate
on morning report.

4. Tabulate weekly pull-in record.

5. Tabulate monthly pull-in record.

6. Keep record of all changes in
equipment and report to general man-
ager, superintendent of transportation
and claim department, and file.

7. Keep record of car assignments.

8. Keep record of principal items
drawn from storerooms.

9. Keep record of cars inspected.

10. Keep record of armatures, fields,
wheels, etc., changed.

11. Keep record of cost of changing
armatures, wheels, etc., and grinding
wheels.

12. Tabulate monthly report of oper-
ating expenses.

Duties of Car Record Clerk

1. Receive reports from carhouse and
shop foremen of all work performed
and equipment changed.

2. Record all data on car record
cards.

3. Receive Sellwood carhouse time
cards. Put on charges and give to as-
sistant time clerk.

4. Receive daily mileage report from
auditor and record on mileage cards.

5. Number all parts of equipment.

6. Make special reports of changes
of test equipment, broken axles, etc.

March 18, 1916]

ELECTRIC RAILWAY JOURNAL

543

Duties of Mileage Clerk

1. Receive reports from carhouse
foremen of all renewals of equipment
ordered.

2. Enter on record sheets. Obtain
mileage from mileage cards and enter
on record sheets.

3. Make up monthly statement of
mileage made by equipment.

4. Ship all scrapped wheels. Make
special report of wheel mileage.

5. Make up graphic charts showing
mileage made by parts.

6. Put tabs on mileage cards of cars
due for overhauling.

Duties of Stenographer and Assistant
Time Clerk

1. Change dial in recorder daily.

2. Take dictation. Type correspond-
ence.

3. File correspondence.

4. Extend and code carhouse time
cards.

5. Enter on payrolls.

6. On the 12th and 28th of each
thirty-one-day month, and the 12th and
27th of each thirty-day month, close
carhouse and rip-track payrolls, extend
time and amounts, balance and give to
chief clerk. Copy payrolls for next
month.

7. Check up stationery stock and
make up monthly estimate.

Form 568

MECH. DEPT.

At this time, several men resigned on account of get-
ting better positions elsewhere or leaving town, and we
did not hold their places. In fact, we were pleased not
to be required to find work for them, as we were
getting out more work than was scheduled for each day.

There was no dissatisfaction among the men, but we
found that some of the foremen were becoming dissatis-
fied because the office force, through lack of familiarity
with the system, was putting some of the office work
on the foremen. The foremen, also, were trying to
keep up the old system. To overcome this difficulty,
we gave the foreman in each department one work-
man to work on the old system, and any little odd

jobs that had to
be done were
turned over to
this workman.
This expedient
saved the fore-
men the work of
getting orders for
the small jobs
that were over-
looked by the of-
fice, which had
all it could do to
handle the large
jobs. It also
showed the fore-
men that they did
not need to keep
up the old sys-
tem, and we in-

Move Order

Date

MOVE

From

To

Wanted by

O'clock

M.

m

Shop Order No.

PLANNING SYSTEM — FIG.

FORM

8, MOVE ORDER

structed them how they could simplify the making out
of the sheets by having the workmen give them the lists
of items. We also explained that after the sheets had
been made out for the work already in the shops, it
would not be so difficult to maintain the system.

After working on the new scheme for two weeks the
office force had a good line on the work, and was able
to keep up with its end without working overtime. The
work of the foremen had also slackened, so that they
were satisfied. To show how the system was working,
the following detailed illustration has been selected.

Routine for Overhauling and Varnishing a Car

A good illustration of the operation of the system is
furnished by the procedure in the case of overhauling
and varnishing a car. The car is first called in by the
chief clerk for overhauling and varnishing. It is sent,
some time during the night, from one of the carhouses
to the shop with a slip like that shown in Fig. 7. The
car is left in the yard and the slip is put into the mail
box for the foreman of the "moving gang." In the
morning this man notifies the route clerk, who makes
the appropriate entry on the blackboard shown in Fig.
1, and also fills in a move order on the blank shown in
Fig. 8. The car is then put upon the assigned track
in the motor shop. Two time cards, like the one
shown in Fig. 9 are made out, one with instructions to
raise the car and take out the trucks, and the other

TIME WORKED

Form 567

?

-<j> -

COMMENCEO

AM

\ °>

'A \k r*
FEB. 2H,19W

P.R.L. &P.Co. Mech. Dept.

TIME CARD

Shop Order No

Date

CarNo. ^ ^

Operation /

Estimated Tin

PLANNING SYSTEM — FIG. 9, TIME CARD

with instructions to dismantle the equipment. One
card goes to the time clerk, and the other to the cabi-
net in the motor shop. A sheet like that shown in
Fig. 10 is furnished to the foreman, and is filled out
when the trucks are dismantled. For example, the items
might be as follows:

Quantity Article

2 Radius bars, straightened, plugged and drilled.

4 Radius bar brackets, straightened, plugged and drilled.

8 Live levers, plugged and drilled.

8 Dead levers, plugged and drilled.

4 Turnbuckles to be repaired.

8 Brake connecting levers, plugged and drilled.

5 Pedestal gibs, straightened, plugged and drilled.
4 Release springs repaired.

4 Brakeheads spot-welded and ground.

2 Motor suspension bracket spot-welded and ground.

4 Brake-hanger castings refitted.

4 Brakeheads refitted.

The instruction sheet, for which the form is shown
in Fig. 11, is sent in to the route clerk who routes the
material to the first shop that has work to do on the
car, issuing a time card for the work and also an order
for material if any is needed. In the meantime, all

For.

Mechanical Department

MATERIAL TO BE REPAIRED

Sheet No

, , Shop Order No

Distribution .

QUANTITY

ARTICLES

Foreman .

PLANNING SYSTEM FIG. 10, FORM FOR MATERIAL TO BE

REPAIRED

544

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 12

INSTRUCTION CARD

SHOP OHOCR

PLANNING SYSTEM — FIG. 11, INSTRUCTION SHEET FORM

parts have been left on the shop floor under the sign-
board designating the assigned track. When the piece
is finished in one department, the route clerk orders
it to the next shop and so on until it is finished, when
he orders it returned to the assigned track.

A material list, on a form like that shown in Fig.
12, is also given to the foreman, who fills in entries
for new material needed and turns the list over to
the production clerk. The latter has with him a ma-
terial clerk who makes out a requisition on the stores
department on the form shown in Fig. 13. This ma-
terial is moved by the moving gang to the assigned
track. After all new material is delivered, and all
parts repaired and returned, time cards are made out
for assembly. A requisition for each article is made
out on a separate form, and if one of the articles is
not received, a tracer, see Fig 14, is sent for it.

When the work on the trucks has been completed, in-
struction sheets are made out for the overhauling of the
electrical equipment, motor equipment and air equip-
ment, and when the car is finished in the motor shop,
a move order is given to transfer it to the carpenter
shop, and time cards are made out for each operation

Mechanical Department

MATERIAL LIST

For_

Shop Order No.
Distribution

QUANTITY

PLANNING SYSTEM — FIG. 12, FORM FOR MATERIAL LIST

REQUISITION ON STORES DEPARTMENT DEPT 61492

STOREKEEPERS NO..

DELIVER TO MECHANICAL DEPARTMENT

BflL ON HAND UPPOR. STORE T»C B»L OF ST. COST ACCT

DISTRIBUTION.

QUANTITY MULTIPLIER COST PER

WORK CODE.

DESCRIPTION

MAT. CODE NO..

RECEIVED ARTICLES AS ABOVE

PLANNING SYSTEM — FIG. 13, FORM FOR REQUISITION ON STORES
DEPARTMENT

as before. When these operations are all finished, the
work being assigned by the office and time kept on
the time cards as when the car was in the motor shop,
the car is ordered moved to the paint shop, where a
similar instruction card is prepared. When the car
is finished it is moved out into the yard, and the chief
clerk notifies the carhouse foreman to have it taken
away and to bring in another car.

It may be of interest to note the items which might
appear on the six instruction sheets, to which reference
has just been made. Such a list is given below.

I NS1 lilTTKfN Sh bet No. 1 .

car and remove

Jack up

trucks.
Remove motors.
Dismantle trucks.
Repair truck irons

brakehead.

Overhaul Car No. 600-
Assemble trucks.

-Trucks.

■Weld

6. Replace motors.

7. Replace trucks and let car

down.

-Electrical

Instruction Sheet No. 2. — Overhaul Car No. 600-
Equipment.

1. Inspect cables, leads, circuit- 2. Clean and oil controllers.

breakers, fuse boxes, con- 3. Inspect light and bell circuits,
tactors and reverse, and re-
sistance.

Instruction Sheet No. 3. — Overhaul Car No. 600' — Motors

1. Clean outside.

2. Remove armatures and fields.

3. Repair armatures and fields

4. Clean and paint inside.

-Overhaul Car No. 600 — Air Equip
ment

5. Assemble.

6. Test.

7. Clean and repair gear and
motor cases.

Instruction Sheet No. 4.

1. Remove compressor, governor

gages, valves, brake levers
and rods.

2. Repair levers and rods.

3. Replace equipment.

Instruction Sheet No. 5. — Overhaul Car No. 600

4. Repair hand brakes.

5. Overhaul compressors.

6. Clean and repair valves.

7. Repair air fenders.

-Body

1. Adjust sash curtains and 4. Repair overhead signs.

doors. 5. Tighten up under car body.

2. Repair steps and put on safety 6. Repair seats.

treads. 7. General body repairs.

3. Repair roof. S. Repair body irons.

Instruction Sheet No. 6. — Vajrnish Car No. 600

1. Wash.

2. Strip.

3. Body repairs.

4. Sand body and prime.

5. Remove varnish from sash
and doors.

6. Putty body, sand, touch up
first coat.

7. Sand, stain, varnish inside.

8. Paint and varnish sash doors
and trimmings.

9. Sand sash and doors.

10. Touch up second coat, stripe
and letter.

11. Varnish, first coat.

12. Varnish, second coat.

13. Trim.

14. Paint roof and deck.

15. Paint floor.

16. Clean and paint trucks and
fenders.

17. Stripe trucks.

18. Varnish.

19. Clean glass.

It will be noticed from the instruction sheets that
we were obliged to bunch the work considerably, which
was necessary on account of having to teach all the
office and shop force the new system. In four months
we were able to make most of the instruction sheets
in the office, as all types of cars had nearly the same
work. At this time, we also had sheets of nearly all
material manufactured in the shops. While the sys-
tem at this time was crude, it was working very nicely,
and we came to the conclusion that it was time to take
the next stop.

The Efficiency Foreman

The foreman of the machine shop was a bright young
man who had taken a great interest in the new sys-
tem. It was decided to give him the title "efficiency
foreman" in addition to his title as foreman of the
machine shop. He was also given an assistant whose
function was gradually to relieve him of the machine-
shop work. The efficiency foreman was furnished with
a stop watch, and he started to make time studies
in the machine shop as well as to make instruction
cards for each job in that shop. The first instruction
cards which had been turned in were not satisfactory;
as the time seemed too long. Although we had what we
considered then a model shop with all conveniences, we
believed that conditions in the shop would have to be
bettered in order to shorten the time. The difficulty
was that we had not studied the small details, and

March 18, 1916]

ELECTRIC RAILWAY JOURNAL

545

Form 56!)

Tracer

Date

MECH. DEPT.

To

Material ordered on Req'n. No.

Dated

Calling for

when we did so we found that there were many which
could be improved.

The efficiency foreman was started in to watch each
job, following up one at a time. He made a test and
determined the proper tools to be used and the best
way in which the job could be done. At the end of

h i s study, he
made out an in-
struction sheet.
He also made a
study, with the
help of reference
books, of the best
shapes of tools
and cutting
speeds, determin-
ing experimental-
ly which gave the
best results. He
found that it was
necessary to
change the speeds
of most of the
machines, and in
some cases to put
on larger belts.
The efficiency
foreman, after making a close study of the men, re-
ported that too much time was lost when they were
obliged to think about what they should do next. He
was, therefore, instructed to get out instruction cards,
on the forms like that shown in Fig. 11, of which the
following is a sample.

Instruction Cards for Standard Pony Axles, C. R. Steel, 3% In.

has not been received, and work on
Shop Order No. for the

Dept. is thereby delayed. Kindly advise when this
material was ordered and when we may expect to
receive it.

PLANNING SYSTEM FIG. 14, TRACER

FORM

1. Adjust lathe, machine L-2.

2. 1-ut on dog No. IS.

3. Put in lathe.

4. Set tool No. 6

5. Cut to 3y2 in., 13% in. long,
speed 74, cut % in., feed 16%.

6. Cut to 2-29/32 in., 8 y2 in.
long, speed GO, cut 19/64 in., feed
16%.

7. Set tool No. 1.

8. Cut to 3-15/32 in., 5% In.
long, speed 370, cut 1/64 in.,
feed 65.

9. Cut to 2% in., 8% in. long,
speed 370, cut 1/64, feed 65.

10. Set roller No. 4.

11. Roll finish on journal,
speed 300, feed 40.

12. Set tool No. 7.

13. Cut slot for check plate,
speed 300, cut V4, hand feed.

14. Change ends and repeat
operations Nos. 4 to 13.

15. Take out of lathe.

Tools required : One tool No.
1, one tool No. 6, one tool No. 7,
one roller No. 4, one lathe-dog
No. 18.

The efficiency foreman was to get out these cards,
paying no attention to the time, with the idea of making
time studies later. He found it necessary at first to
make tables of speed and feed for different machines,

as is shown in Tables II and
III, and a gage for setting
tools, like that illustrated in
Fig. 15. This necessitated
that all tools be ground at a
certain angle, and for this
purpose we took one of our
whet tool grinders and put
on an angle plate. The table
was provided with two indi-
cators so as to show the cor-
rect angle for various types
of tools and diameters of
wheels. The foreman also
found that different tensions
in belts produced different
results, so that we purchased a wire-belt-lacing ma-
chine, and made a pair of clamps with spring balances
in order to keep the proper tensions.

All of the above was taking a great deal of time, and
the efficiency foreman had opportunity to watch the
men and note the small mistakes which they were mak-
ing. He became discouraged in that he thought he

PLANNING SYSTEM — FIG. 15,
GAGE FOR SETTING TOOLS

Table II — Speed and Feed for Belt-driven Lathe No. L.3

Cor.e No's

1

2

3

4

5

Open belt

80

115

170
18

260

400

Back gear

8

12

28

42

FEEDS

Cone 1

Cone 2

Cone 3

40

60

80

was not getting along fast enough. We explained to
him that it took time to study everything thoroughly,
that haste would necessitate repetition, and that now,
being relieved of the machine-shop work, he had an
opportunity to note the details of all operations that
were being performed incorrectly. He then started
to straighten things out by getting out the instruction
cards and having the men use them. The result was
surprising, and our force was reduced so much in this
department that if one man stayed away a day, it threw
the work back for the other departments.

Efficiency Studies in the Paint Shop
As the foreman of the paint shop was to be off for
several months, we next determined that we would
have the efficiency foreman lay out the work in that
shop. He decided to take one of the standard series of
cars going through the shop at that time, and get out
the appropriate instruction cards. As the cars were
washed before being given a general repairing, he
arranged to follow them through the carpenter and
paint shops.

We first made out two general instruction cards, one
for the carpenter shop, and one for the paint shop, divid-
ing the work in the two departments into twenty-four
general items. These are given below.

Instruction Cards for Varnishing Class No. 500 P. A. Y. E. Car

sash

1. Strip car, one man. 12

2. Wash car, three men. and

3. General body repairs, four 13
men. coat,

4. Scrape and repair roof, two 14
men. 15

5. Repair steps, one man. two

6. Sand body and prime, two 16
men. coat,

7. Scrape sash and doors, two 17.
men. 18.

8. Putty body, two men. men.

9. Sand and touch up first 19.
coat, two men. 20.

10. Sand, stain and varnish 21.
inside, two men. 22.

11. Sand sash and doors, one 23.
man. 24.

. Paint and varnish
doors, one man.
. Touch up body, second

two men.
. Stripe and letter, two men.
. Varnish outside, first coat,
men.

. Varnish outside, second

two men.
. Trim car, one man.
. Paint roof and deck, two

Paint floor, two men.
Clean trucks, one man.
Paint trucks, one man.
Stripe trucks, one man.
Varnish trucks, one man.
Clean glass, three men.

We next made out detail instruction cards for each
general item, classifying the operation of each item as
A, B, C, etc. The following is a list of the items covered
by the general instruction sheets.

Detail Instruction Card for Stripping No. 500 Class P. A. Y. E.
Car for Varnishing

IA. Remove all sash, entrance ic. Number window stops, one
doors and two exit doors, one man.

man. id. Mark curtains, one man.

IB. Remove door curtains,
one man.

Table III — High-speed Drill Press No. D4
for Drilling Mild Steel

Cone No.

95 Feed

135 Feed

1

0 to J

2

a to t

3

M " l

1* " 11

4

ltf " H

l*i " 2

1

546

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 12

FORM 46B

Lot No

MANUFACTURING DATA •

For Dept. Material

s — x

Cost Data. Shops

rO

SHOP ORDER

L.BCCOST

,.,E»,.LCOS,

PLANNING SYSTEM — PIG. 16, COST CLERK'S SHEET

Detail Instruction Card for Washing Class No. 500 P. A. Y. E.
Car for Varnishing

Detail Instruction Card for Painting Roof and Floor of No.
500 Class P. A. Y. E. Car

(Three men assigned to wash
car and clean glass.)
2A. Remove seats.
2B. Remove signs.
2C. Clean under seats.

2D. Clean sand boxes.
2E. Wash roof.
2P. Wash inside of car.
2G. Wash outside of car.
2H. Clean glass.

Detail Instruction Card for Body Repairs No. 500 Class
P. A. Y. E. Car for Varnishing

3. General body repairs, four 5. Repair steps, one man.
men. 7. Scrape and repair sash and

4. Scrape and repair roof, two doors, two men.

men. 17. Trim car, one man.

Detail Instruction Card for Finishing Sash and Doors No.
500 Class P. A. Y. E. Car for Varnishing

11. Sand sash and doors, one
man.

12. Paint and varnish sash
and doors, one man.

12A. Prime.
12B. Putty.

Detail Instruction Card for Varnishing Outside No. 500 Class
P. A. Y. E. Car

12C. Paint first coat.
12D Paint second coat.
12E. Stipple.
12F. Varnish first coat.
12G. Varnish second coat.

14. Stripe and letter, two men.

15. Varnish body, first coat,
two men.

16. Varnish body, second coat,
two men.

6. Sand body and prime, two
men.

8. Putts' body, two men.

9. Sand and touch up, first
coat, two men.

13. Touch up, second coat, two
men.

Detail Instruction Card for Varnishing Inside No. 500 Class
P. A. Y. E. Cap.

10. Sand, stain and varnish 10C. Paint brake-staff, pipes,
inside, two men. etc.

10A. Sand inside. 10D. Varnish inside.

10B. Stain inside.

MECHANICAL DEPARTMENT

TT

CAR HOUSE 1

eu'ra/

t

1

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Aim, Bearings

TirAJnal Wlrai

I

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CfmtolUri

1

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i

4

1

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i

1

1

i

1

C*i LlfbU ind Light Wlflnc

1

/

x

-2

¥

1

J-

i

i

3.

TrtpU ValvM

1 .

1

1

—kr-

._ /

1

A-

Brakct-On Trucks

i

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I

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r
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i

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81*tk 0| Tlgfn

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i

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A

. «/

ri—

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a.

Kagbim

I

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fe

5~

Sandm

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/

1

3

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A.

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4-

3

7

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Sl

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3r

ZU-

/o

/■ji

Tolil Cm OjxiKtd

JS/1

JIC/O

at**

% Poll-tin to C«i( Run

If

/&'

16

10

1 <?

31

J*

/o

Z3.4-

Pull-in>, Ou< <o Oihci Ciuhi

>+

Ik

12.

a

sh.

% Du« «o Mtch. DefKi.

rr

/DO

7° ..

\ Dm i»Oih.r C.u«n

rt

a-3.

ft?

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/rui 7

Pull-in* P*i 1000 Mil..

CJto

e is

.°»f

/lot

Milto Bc.wi PulUm

7/ba

<?g /Z

7S7S

19. Paint floor, two men.

IS. Paint roof and deck, two
men.

Detail Instruction Card for Painting Trucks No. 500 Class
P. A. Y. E. Car

20. Clean trucks, one man.

21. Paint trucks, one man.

22. Scrape trucks, one man.

23. Varnish trucks, one man.

The above set of instruction-card items shows that
we were now going into more detail, but not giving
any time allowance, and we decided that we would not
make any time studies until we had all of our instruc-
tion sheets made out in full, and then we could devote
the necessary time to them.

The savings which we were able to make by the new
system are illustrated by reference to the savings on
one article. GE-57 axle brasses cost $6.86 in 1912,
$6.40 of which was for material. In 1914 the cost was
$5,006, of which $4.60 was for material. The weight
of each pair of brasses was 32 lb. in 1912 and 23 lb.
in 1914.

The costs are recorded on the cost clerk's sheet
shown in Fig. 16. A sheet like this was made out
for every article manufactured, and the costs were
compared with manufacturers' prices, in order to show
if it was costing us too much. After eight months'
trial, although we had not had time to go into small
details of time studies, nor to take up the bonus sys-
tem, we had been able to stop a lot of leaks and to
reduce the cost of maintenance of equipment, at the
same time keeping the equipment in better shape. The
monthly pull-in report reproduced in Fig. 17 shows a
smaller percentage of pull-ins than we had ever had
before, and the following four months showed a gradual
decrease from this.

Handling Materials

On account of the adoption of the planning and effi-
ciency system at the shop we had been having some
trouble in the handling of materials at the car houses.
We had a delivery every other day, and materials sent
in to be repaired were tagged and repaired, and then
sent back.

r°'"i8' Mechanical Department

Used for Departmental Accounting; For Materia! not in General Supplies.

MATERIAL RETURNED

FOR REPAIRS OR RENEWAL

From

PLANNING SYSTEM — FIG. 17, MONTHLY PULL-IN REPORT

PLANNING SYSTEM — PIG. 18, FORM FOR RETURNED MATERIAL

March 18, 1916]

ELECTRIC RAILWAY JOURNAL

547

Route
Clerk.
Asst. Route

Clerk.
Materia I
Clerk.
Time

Clerk.
CosH
Clerk.
Efficiency
Foremen.
Department
Foremen.
Moving 6a nq.

Workman

EF6HIJKLMN0P

(See Key below)

PLANNING SYSTEM — FIG. 19, ROUTEING CHART

A. Route clerk makes out in-
struction sheet in duplicate, giv-
ing- original to cost clerk and
retaining duplicate.

B. Efficiency foreman a n d
route clerk in conference assign
workmen and estimate time al-
lowance for each operation, this
to be obtained from previous
records when possible. Cost
clerk files original sheet in cost
ledger.

C. Route clerk computes time
when each operation will begin
makes out routeing cards and
files under proper date and hour
in route case. He gives dupli-
cate instruction sheet to assist-
ant route clerk.

D. Assistant route clerk
makes out instruction cards with
duplicate time cards for each
operation and returns same to
route clerk.

E. Route clerk files instruc-
tion sheets numerically, files
time cards numerically, files in-
struction cards in the order in
which the work is to be done.
He twice daily removes instruc-
tion cards for work to be done
during the next period, and
sends them to the department
foreman with order-of-work
sheets.

F. Department foreman makes
out list of material required for
each job, notifies route clerk of
any absentees affecting assign-
ments to work, and sends mate-
rial list to route clerk.

G. Route clerk notes on in-
struction sheet that material has
been ordered and gives mate-
rial list to material clerk.

H. Material clerk writes requi-
sitions for material in tripli-
cate, and sends original and
duplicate to store keeper, and
triplicate to moving gang to be
used as a move order.

/. Moving gang receives ma-
terial from storekeeper, delivers
material to the designated place
and returns move order to route
clerk.

./. One hour before work is
scheduled to begin, route clerk
ascertains if material has been
delivered, or if there is any
other reason for delay. If not,
he sends the duplicate time card
to department foreman, and the
original to time clerk, and gives
triplicate requisition to cost
clerk.

K. Department foreman puts
time card in workman's pigeon-
hole in card rack in the sequence
occupied by order-of-work sheet
and gives instruction card to
workman just before he finishes
preceding job. Time clerk puts
time card in rack, cost clerk
files trip.

L. Workman notifies time-
keeper when he is starting the
job, performs operation and
notifies timekeeper when fin-
ished.

.1/. Time clerk stamps both
old and new cards in calcula-
graph, gives both to route clerk
and notifies route clerk if there
are no more cards in the rack
for that particular workman.

N. Route clerk checks time
cards with route cards, issues a
move order to moving gang to
move completed material to its
next destination. If the work is
not started or finished on
schedule he ascertains reasons,
rearranges schedule, notifies all
concerned of delay and gives
card back to time clerk.

O. Time clerk puts new cards
in time rack, extends old cards,
and gives them to cost clerk.
Moving gang returns move or-
ders to route clerk.

With the new system, the office was not always promptly
notified regarding material sent in for repairs, and it
would not be repaired until the foreman complained
of not getting it back, thus making a delay. To over-
come "this difficulty an inventory was made of all the
material at the carhouses, and also a list of what each
carhouse was allowed to carry in stock. When the car-
houses were short their stocks were filled, and when
they were overstocked the surplus was returned. As we
delivered every other day to the carhouses, the list was
cut very close so that they would run short if they did
not watch their materials closely.

The foremen were notified that they would have to
return piece for piece, as nothing would be sent out on
the old orders, but must be entered on a "material
returned" slip like that illustrated in Fig. 18. A list
of materials on which there were no returns was fur-
nished them ; for example, tape, nails, screws, etc. These
they were to write on the bottom of the list. In case
pieces were . lost from the car, the foremen were to
write notes to the master mechanic, giving the car

PLANNING SYSTEM — FIG. 20, CABINET FOR SLIPS FOR
FOLLOWING JOBS

number and the items of material lost and these pieces
would be replaced. This kept the office in close touch
with everything that was lost from the car, and if
the foremen were becoming careless, which would be
indicated by their letters. We had very little difficulty
in starting this return system and it has worked
out nicely. Besides overcoming the difficulty at the
shop, we were able to save in material, as all material
was watched closely and all that could be repaired
was repaired, cutting down the leak in that direction.

Routeing Chart

After some time we noticed that the office was begin-
ning to put out the time cards ahead of time, some
of the men having a number of cards in their box.
The foremen would then tell them what jobs to do
next. As this was going backward a routeing chart
like that shown in Fig. 19 was made out, and the men
were instructed to follow it. On the first day that this
order went into effect, we had several men out of a
job in ten minutes, but it showed the office force
where they were "falling down" in routeing the work.
While the office force was perfecting the routeing, the
efficiency foreman made some time studies on the work
in the machine shop.

The first job was 330 Brill-22 special truck spring-
post bushings, and the shortest time taken for one
piece by stop watch was one minute, eleven seconds.
The total time was seven and one-half hours, making
the time taken for one piece average one minute,
twenty-two seconds. This was considered a good record
as no time was lost for the workman to get a drink,
move materials, etc. The record was that of a very
good man. We then took the time of a young man
on the turret lathe, a man with whom he had had
trouble because of his habit of leaving his work and
running around. The result of the record was as
follows:

Operation, turning trolley wheels. Shortest time
taken by stop watch, one minute, five seconds. Average
time taken on five hundred wheels, two minutes,
twenty-nine seconds.

Operation, making radius-bar roller bolts. Stop watch
time, turning and threading, four minutes, forty-nine
seconds. Average time taken on fifty pieces, ten min-
utes, forty-one seconds.

This test, as well as an incident that occurred in the
blacksmith shop, brought very forcibly to our attention
the fact that the time studies were very essential. The
incident was this: Some time before the hour for quit-
ting, the blacksmith at work on the forging machine
had to stop work because he was tired out. He was
making a very difficult forging, which necessitated
using the hammer as well as the forging machine, and
required a lot of walking. He had always had two pieces
of iron in the fire at a time, and the largest number
made in one day was ninety pieces. On this day, he

548

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 12

TABLE IV — TIME TAKEN FOR TRUCK AND MOTOR REPAIRS

Truck 0 peratiom Motor Operations

Date 1 2 3 5 6 7 Total Emp. 1 2 4 5 Total Emp

2 25-15 1.2 1.6 9.2 16.8 7.2 1.4 37.4 78-83 3.1 3.6 4.3 6.9 17.3 85

2- 27-15 1 1.2 8.2 18.2 6.2 1.4 36 2 81-84 2.5 3.8 6 7.1 19.4 85

3- 15-15 1 1.2 9.3 18 5.6 1.8 36.9 81-84 2.2 3.4 3.8 4.5 13.9 85

81-84

3-20-15 1.2 1.6 10 19.4 6 1 39.2 78-83 3 3.2 2.8 3.1 12.1 85

had three pieces in at one time, which made him work
harder than he could stand, to keep them from burning.
This raised his output to 110 pieces for that day. He
was told not to repeat this procedure, but he said that
he could do more than the two pieces. He was, there-
fore, instructed to put in three pieces for a while, and
then to put in two until he rested up. He was thus
able to get as many out and not be overtired by the
end of the day.

The System After a Year's Experience

After the planning and efficiency system had been
running for a little more than a year, we had been able
to dispense with men in each department, and had been
able to go farther and farther into details. This put
more work on the office, but as the increase was not
enough to require an additional clerk, the work was
cut down by having two instruction cards made out for
all of the regular work, one for the office, and one for
the shop. The shop copy was shellacked and varnished
so that the dirt would wipe off. Files were also pre-
pared for these cards, and instead of making out an
instruction sheet for each job, the number of the sheet
was put on the time card, and the standard instruction
card was used. As there were very few jobs that were
not regular, this procedure greatly reduced the amount
of work.

The route clerk was having trouble in keeping track
of the material routed through the shop, so that work

TABLE V — TIME TAKEN FOR REWINDING ARMATURES

Date

1

2

3

4

5

6

Total

Emp.

3-12-15

.4

1.1

1.8

.6

4.2

1.5

9.5

9

3-12-15

.3

1.1

1.5

2

5.9

.4

11.2

2

3-24-15

.7

1.6

1.3

2.7

3.8

1.4

11.5

9

3-27-15

.6

1.3

1.4

1.4

5.8

1.3

11.8

9

5-23-15

.7

1.3

1

3.2

7.5

1.5

15.2

7

5-28-15

.6

1.1

1.4

2.5

8.5

.4

14.5

7

was not signed up in one shop before it was finished in
another. He also had difficulty in keeping the work
moving when finished, and a delay tied up the work all
along the route. The source of this difficulty lay in the
fact that we had no time limits on the different jobs. A
cabinet, like that shown in Fig. 20, was therefore pre-
pared, to permit the following up of the work. By es-
timating the time required, which by means of old rec-
ords could be done very closely, putting this on the slip
with the job number, and following the slip in the cabi-
net, some improvement was made. The clerk was not
accustomed to the work, however, and found it diffi-
cult to look after so many slips. The main trouble was
to watch the general overhauling, because there was
so much material to route through the shop, and if this
was delayed there would be nothing for the pitmen to
do, while if they started on the job before all the ma-
terial was returned, they would waste time.

To simplify this work, route sheets like that shown in
Fig. 21 were made. One of these was used for each
car that was in for general overhauling, and the time
when it should be finished was put on the sheet at the
end of the line covering each operation. As each job
was signed out, the route clerk would indicate this by
means of a red line at the proper place on the chart.
When the operation was finished he would add another
red line, and when the card was returned to the car he
would put a red circle at the end. These sheets he
kept before him, so that he could see at a glance what
work should be followed up. This overcame the trouble,
but it was introduced merely for the purpose of train-

4-Clean & Paint Inside

Motors

Elect.

i Clean Outside 1 2 Dismantle

3L

3aArm

'ins

6aMolorLeads

6cMch.Shop

5 Assemble .

3eRep.Fields 3e'TestFlds.

Anm. Bearings

Trucks
/Jack

/-inspect

7a Bench Work #//2

2bCont roller Cvi. Dept. 9

2C Trolley Base Dismantle 47

4 Rep. Conn. Board

Bore S2

Assemble4 7

Controllers

4° 'Strip

Cylinder

Blowout Coil

3 -Q.fi. Elect. Equip. Iff Connect Motors

4 aSClean -Rep. & Insulate

4 a6 Assemble

2 Motor off\3 Dismantle \4°Elect. Weld

4bBlacksmith

4c6 Drill #£6

4 e Rivet

\sAssemble ]6 Motors \7 1st Down

4c,Pend. *47

4ci Grind #45

4cSRad.Bars47

4fRad.Cast*40

Side Bear.
4c2Rad.Cast40

4d Plug Dead Lev. 4c4-Thread4.

4c7Ped.Gibs45

Elect. Weld
4d2L+DLev.#77

Ream
4f2L+DLev.47

Air

/- Inspect & Remove Eg.

Compressor

2aElect.Weld \2b Blacksmith \2cDrill *S6 \2cTopRods \4 Replace Brake Rigging

2c! Valve Stems *S7

2c2 Thread 42

6°Alr Valves #130

133

3 Replace Air Valves

SaDismantle& Clean

1 7- Fenders
6 " Com. Arm

Sb 'Babbitt \scO.H.& Assemble

rb2

Bash

/-Curtains I 2 Steps I 3-Roof I 4-Q.H.Signs \sTiahtenuo\6-RattanSeats\7-Gen.Bodv

Doors

8a Elect. Weld

8b Blacksmith \9 Touch-up \lQ-Bodv Elect.

cMachine

PLANNING SYSTEM FIG. 21, GENERAL REPAIR CHART

March 18, 1916]

ELECTRIC RAILWAY JOURNAL

549

INSTRUCTION SHEET AND COST RECORD

PLANNING SYSTEM — FIG. 22, FACE OF FORM FOR ASSEMBLING
INSTRUCTIONS AND COSTS, DETAIL OF LABOR AND
MATERIAL ON BACK

ing the route clerk as we consider the use of the slip
box shown in Fig. 20 to be much better.

Some Results of the Planning and Efficiency
System

Some idea of the saving secured from this system
can be obtained from the following examples. Before
starting the system, the average time taken to over-
haul motors and trucks on one of our standard prepay-
ment cars, equipped with Brill maximum traction
trucks, with two motors, was eighty-two hours. After
starting in a crude way, this was reduced to fifty-nine
and one-half hours, and after going farther into detail,
and making a study of each operation, we were able to
reduce the average to fifty-three and one-quarter hours,

Table IV shows a record and comparison of different
operations on trucks. In this table, operation No. 4
is omitted, this operation being the repair of parts in
the blacksmith and machine shops, which is subdivided
and kept track of according to the number of parts to
be repaired. Also in motors, operation No. 3 is omit-
ted, this being for necessary repairs to armatures and
fields, also subdivided according to the work to be done.

In winding a standard armature, the time taken ran
from twelve to eighteen and one-fifth hours, the aver-
age being fourteen hours. This was divided into op-
erations as follows:

Instruction Card for Winding Armatures

Inspect.
Strip.

Clean core.

Clean commutator.

5. Wind, connect, put on heads,

and test,
fi. Band and paint.

After the work was divided up, as above, we were
able to get records like those shown in Table V. Some
variation in time will occur in operation No. 3 in case
the armature has been damaged by rubbing. This will
also be true of operation No. 4 because commutators
may be grounded, and may have to be taken off. In
cases of this kind, to be fair to the workman, a reason-
able time must be allowed.

Where more than one employee works on a job, dif-
ferent colored ink is used for each, the same colors be-
ing used in writing a man's number which is used in
reporting the operation that he has done. In the truck
gang two men work together — one pitman and one
helper; in the motor gang, each man works alone.

Operation of the Standard Instruction Sheet

The standard instruction sheets are working out
nicely for all regular work, relieving the foremen as
well as the office force of the task of preparing any in-
struction sheets except those for irregular work. The
following is an example of the way in which such work
is taken care of.

OVERHAULING COSTS

SHOP ORDER

PLANNING SYSTEM-

-FIG. 23, CARD FOR ASSEMBLING DATA ON
OVERHAULING COSTS

We had a car damaged very badly by collision with
an automobile truck. This car was ordered to the shop
by the chief clerk, and was sent out in the regular way.
Each foreman was given an instruction sheet to fill out,
and these were turned over to the chief clerk who made
out the various instruction sheets and turned them over
to the route clerk.

The sheets made out by the several foremen con-
tained the following items:

Electric and Pit Shops:
Remove truck No. 1 end, cir-
cuit breakers, main switch,
air switch, two light switches
and controller, disconnect
wires and turn back clear of
vestibule. Repair one con-
troller and spring posts.
New parts: Two Brill 22
spring post bushings, and one
pair of wheels. Estimated
cost: Labor, $5.58; material,
$30.68.

Carpenter Shop : Remove
all damaged parts, and take
off dash irons, bumper irons,
platform floor, vestibule sash,
two center posts, two corner
posts, upper vestibule rim,
end platform timbers, vesti-
bule framework, draw head
and slide. Repair bumper
irons, straighten dash vesti-
bule panels, two inside
panels, one entrance door,
entrance step and straighten
angle-iron knees.

New parts: Two side and

two center timbers, one
corner post, two center posts,
vestibule framework and new
platform. Estimated cost:
Labor, $97; material, $15.

Air Shop: Remove all
damaged parts. Remove fen-
der, brackets, cylinder and
connection, motorman's valve
and piping. Repair two
fender screens, one fender
trip shaft, one fender
bracket, two trip levers, two
adjusting rods, and one trip
rod connecting with valve.
New parts: One chain to
air cylinder on fender. Esti-
mated cost: Labor, $5; ma-
terial, $3.

Paint Shop : Paint all new
work as standard instruc-
tion. Vestibule floor, two
coats of floor paint after new
work is finished, vestibule to
receive one coat of varnish.
Estimated cost: Labor, $5;
material, $2.

When receiving the instruction sheet from the chief
clerk, the route clerk had time cards made out, and
routed them through in the regular way. The chief
clerk also made out an estimate of the cost of repairs.

We have recently started to make time studies of
each operation, filling in the time on the instruction
cards that we have in the office. We shall thus have an
idea of how long it will take to perform each operation,
and by comparing the men's time with the instruction
cards, we shall be able to note the efficiency of each
man. This will take care of the production part of the
shop, but not of the wages. At present, the rate of pay
of the men is being advanced according to the per-
centage of efficiency, although this is a very crude
method. We expect to work out a bonus system, but
this will take some time as we wish to have all of the
time allowances filled out on the instruction cards be-
fore starting the system.

In closing, it should be urged that care be taken not
to push the planning and efficiency system too fast, as
it must be worked out very thoroughly and systemat-
ically to be successful.

550

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 12

Repair-Shop Applications of
Oxy-Acetylene

An Extraordinary Variety of Repairs by This Form of Autogenous Welding Is Now Made in
Shops of Every Size, the Process Being Especially Convenient in Heavy Truck Repairs,
Even Permitting Broken Parts to Be Restored without Removal from the Car

A PANACEA for innumerable ills of electric railway
equipment has been supplied by the oxy-acety-
lene welder and cutter. Perhaps no other tool
introduced into electric railway repair shops dur-
ing recent years has made possible greater economies,
since its ability to reclaim worn or broken parts has
effected large savings in material without increase in
the payroll and has made it unnecessary to purchase and
carry in stock many of the most expensive of repair
parts. In fact, in many instances, storerooms have
even been replenished from the scrap heap. Descrip-
tions of the more common of these methods have ap-
peared in various issues of the Electric Railway Jour-
nal for the past three years, but owing to the con-
stantly increasing scope of the work that may be ac-
complished by this process many novel applications have
recently been developed, and outlines of a number of
these are presented in the following paragraphs.

Armature and Axle Bearing Housings Reclaimed

It has been the experience on the Terre Haute, In-
dianapolis & Eastern Traction Company, of which M.
F. Flatley is master mechanic, that armature bearing
housings and frame heads can be successfully welded,
and that in many cases even more satisfactory results
can be obtained than if new parts are purchased. The
reason for this is that the repaired casting can be over-
built to compensate for the wear in the frame head,
thus insuring a close fit when the parts are assembled.
Since the wear is caused by movement between the

frame and the housing, if a new housing is installed the
difficulty is only partially remedied, because the new
housing cannot be held tightly in place in the worn
frame. In this case the bearing housings have their
worn surfaces restored by building on new metal, after
which the housings are turned in the lathe to about
0.01 in. larger than a new housing to fit the old frame.
A cast-steel rod is used in the welding operation so that
cast steel is built on cast steel, hence no difficulty is
experienced in turning the housing in the lathe. The
average cost of thus welding and machining a housing
is $2.82,, whereas the cost new is $8.60.

Reference has been made in previous issues to the
building up of worn axle seats for motors, but the Terre
Haute, Indianapolis & Eastern Railway is going one
step further by reclaiming worn axle caps from the
scrap pile. This has been accomplished in many in-
stances by filling up the dowel-pin holes and redrilling
them at a relatively small cost. Previously some of
these axle caps had been reclaimed by bushing the worn
holes and providing new dowel pins, but the bushings
frequently worked loose and wore into the axle cap in
the same way as the dowel did before the bushing was
inserted. The dowel-pin hole would finally become so-
badly worn that it would be impossible to insert a bush-
ing large enough to fill the hole completely and thus
prevent movement. When this occurred the service life
of the axle cap was ended, and in cases of this kind,
autogenous welding was the only possible means of
reclamation.

OX Y- ACETYLENE REPAIRS — RESTORING PINION SEAT ON OLD ARMATURE SHAFT

March 18, 1916]

ELECTRIC RAILWAY JOURNAL

551

The average cost of renewing the two dowel-pin holes
with the oxy-acetylene welder is 70 cents as compared
with a cost of $10.03 for a new axle cap. This repre-
sents a saving of $9.33, neglecting scrap value, and the
finished job should increase the life 100 per cent, be-
cause the welded metal is cast steel of the same quality
as that in the axle cap. As a precaution against the
dowel-pin wear in reclaimed axle caps, the caps are
bolted in place, the caps and motor housings numbered
in pairs, and each bearing is calipered for size. The
cap is then planed off to reduce the bore so that when
the bolts are drawn up the bearing will be clamped
tightly in the housing, and thus the dowels are relieved
of the work of holding the bearing secure. In one of
the accompanying illustrations an axle cap is shown
ready for welding and another is shown fully restored
and ready for service.

Old armature bearings are also repaired very suc-
cessfully by welding. If the collar is worn down it is
built up with Tobin bronze and turned in a lathe to the
standard size. If the bearing is cracked, a V-shaped
groove is cut along the crack, and this is filled with
bronze by the welder. Experience has demonstrated
that bearings repaired and reclaimed in this manner
are as good as new, and the average cost of repairing
them, for both the pinion and the commutator ends of
an armature, is $1.20. A new commutator-end bearing
costs $4.19 and a new pinion-end bearing costs $7.78.
The total average saving made by reclaiming a bearing
of the type used by this company is thus $10.57 and
the wear life is increased practically 100 per cent.

Pinion Seats and Keyways Restored

The restoration of worn pinion seats and keyways by
welding is probably quite commonly known, but such
success has been attained by this company in this prac-
tice that a description of its methods should be of in-
terest, especially to those companies having many of
the older types of motor involving the dismantling of
the armature and its reassembly when a new shaft has
to be installed. To obviate this difficulty and reduce the
cost, the oxy-acetylene welder is employed.

Preparatory to welding, the pinion end of the arma-
ture shaft is first thoroughly cleaned to remove all
grease and dirt. Fire clay is then packed into the core
head to prevent unnecessary heating of the armature
core, which might affect the winding. The bearing seat
of the shaft is also incased in fire clay and wrapped
with asbestos paper to protect the surface from the in-
tense heat which must be applied to the pinion seat dur-
ing the welding operation. As a protection for the op-
erator a fire-brick oven is built around the end of the
shaft. After these preparations have been completed
the shaft is brought to a white heat with a kerosene
torch, in which condition the entire surface that forms
the pinion and nut seats is built up by welding on vana-
dium steel and the old keyways are filled in. When the
welded shaft has cooled, the armature is placed in a
lathe where the pinion seat is turned to the standard
size. After a new keyway has been cut the operation
is complete. The total cost of the operation is approxi-
mately $7.60, while the cost of a new shaft for the par-
ticular armature shown in the illustration on page 550
would have been $58. The time devoted to this en-
tire operation was approximately twenty-four hours,
and it may be said here that the promptness with which
a repair of this nature can be made also reduces to a
minimum the number of extra armatures necessary to
meet emergencies.

Coupler Knuckles Lengthened

A very unusual application of welding that has been
made by this company is found in its plan of lengthen-
ing coupler knuckles. Abnormal track surface condi-
tions, truck-spring deflections and wheel wear had)
caused cars to uncouple, in a number of instances, indi-
cating that the 11-in. face of the knuckles in the M. C. B.
radial car couplers was too short. The difficulty became
especially noticeable with interurban cars in train
service at sharp changes in grades, particularly at ap-
proaches to bridges and in the city streets. Although
the couplers and car heights were carefully examined
and corrected to eliminate coupler failures, the mechani-
cal department was unable entirely to overcome the

552

ELECTRIC RAILWAY .JOURNAL [Vol. XLVII, No. 12

OXY-ACETYLENE REPAIRS THREE STAGES OF LENGTHENING COUPLER KNUCKLE

trouble. After trying various remedies to no avail, it
was decided to increase the length of the knuckle face
from 11 in. to 13 in., and to safeguard the service it
was considered desirable to make the change promptly.
An investigation of the time required to obtain new
knuckles indicated that about the only way to do so
would be to make new patterns and have the knuckles
cast at a local foundry. Such a move, however, entailed
scrapping the old knuckles in addition to paying for the
special knuckles. As an experiment one of the standard
11-in. knuckles was lengthened by welding on pieces
with oxy-acetylene, and this proved so successful that
it was decided to lengthen all the knuckles with the
welder, the work being done at an average cost of $2.26
per knuckle.

The following procedure was adopted: A templet
was first cut from a piece of sheet steel to the exact
shape of the top of one of the standard knuckles, and
from this templet pieces were cut from 1-in. x 3-in. steel
bars with the oxy-acetylene cutting torch. These pieces
were afterwards forged to fit the ends of the knuckle,
to insure perfect contact, about 1 in. of the small end
of the forging being beveled as shown in one of the ac-
companying illustrations, simply to improve the appear-
ance of the finished knuckle. Auxiliary knuckle-pin
holes were then drilled through both of the forgings,
and they were pinned to the casting as shown in the view
of the assembled knuckle and forgings. As an extra
precaution against any chance of failure and to rein-
force the weld, an additional hole V2 in. in diameter
was drilled through each forging and into the knuckle
for about IV4 in., a small pin being driven tightly into
the hole. This held the piece firmly in position during
the welding operation, and assisted in strengthening
the weld.

After the knuckle and forgings had been assembled,
the entire casting was placed in a blacksmith's forge,
and one end was brought to a white heat. In this con-
dition the forging on that end was rapidly welded to
the casting, the cast-steel rod being melted as far down
in the joint as possible, and the metal being gradually
carried up to the working face of the knuckle. When
the weld was completed on one end the knuckle was
again placed in the forge where the other end was
heated and subsequently welded in a like manner. This
preheating of the knuckles is considered to be a very
important part of the operation, because when it is
properly done the amount of gas necessary to make
the weld is reduced about 50 per cent.

After the welded casting became cooled, all metal
projections were chipped off with a chisel and hammer,
and the face of the knuckle was finished with a file or
portable emery wheel. The need for finishing, however,
could be practically eliminated by the skillful use of
the torch during the welding operation. An examina-
tion of a number of knuckles lengthened in this manner
showed little or no evidence of how the work was done,
as there was no line of demarcation indicating where
the weld had been made. The distribution of the cost
of the work follows :

Blacksmith labor $0.28

Helper's labor 18

Machinist's labor 20

Welder's labor 60

10 lb. of 1-in. x 3-in. steel 18

1 lb. of filling rod 10

IS cu. ft. of acetylene gas 36

24 cu. ft. of oxygen..-. 36

Total $2.26

The original cost of the 11-in. knuckle was $4.50, and
if the mechanical department had decided to buy special
knuckles the cost would have been considerably more
than this. In addition there would have been the de-
lay necessary to prepare the special pattern and to ob-
tain the steel castings which are scarce and high-priced
owing to the present conditions in the steel industry.

Steel-Car Repairs on Michigan Railway

In the shops of the Michigan Railway at Albion,
Mich., of which R. C. Taylor is master mechanic, the
oxy-acetylene welding and cutting outfit has become in-
dispensable in connection with steel-car repairs, the
cutting torch being particularly useful in both con-
struction and repairs to the all-steel car bodies. While
the welding torch is used occasionally in this work it
has been found more useful in reclaiming and repair-
ing equipment and truck parts. In the oxy-acetylene
welding and cutting department there is provided a
complete stock of rods of all the different kinds of metal
used in equipment parts which may become damaged or
broken. While cutting is done by several of the work-
men engaged in repairing steel car bodies, welding has
been found to require the services of an expert, and ac-
cordingly it is done by one man. When the welding out-
fit was purchased this man received instruction in the
various kinds of welding operations, and after about a
year's experience he has become very skillful.

Innumerable repair jobs which, under ordinary con-
ditions, would have been difficult, have become quite

March 18, 1916]

ELECTRIC RAILWAY JOURNAL

553

easy when the oxy-acetylene cutting and welding torches
were brought into play. When this outfit was pur-
chased, there were included several tips for cutting dif-
ferent thicknesses of metal and a special rivet-cutting
torch. The latter has been found especially useful in
removing and renewing damaged members in the steel
cars, as rivet heads may be cut at the rate of three per
minute.

In one instance a 7-in., 13]/2-lb., channel intermedi-
ate sill in an all-steel express car was badly twisted in
a wreck. This channel was bent at right angles and
the needle beam that was framed into it was also badly
distorted. Under ordinary conditions it would have re-
quired two or three days to cut out this bent sill and
needle beam with a hack-saw and chisel. Moreover, two
sets of splice plates would have been necessary to re-
place the damaged section of the intermediate sill in
the car-body underframe. With the oxy-acetylene cut-
ting torch, however, the damaged section of the channel
was quickly cut at two places and removed. The bent
sill and needle beam were taken to the forge shop and
straightened, and in a very short time they were ready
to be replaced in the underframe. Instead of using
splice plates where the bent section of the intermediate
sill joined the sections from which it had been cut, an
oxy-acetylene weld was made in twenty minutes, about
50 cents' worth of gas being used in the operation. Only
about ten minutes were required to cut off the rivets
and to cut through this channel in two places when it
was removed from the underframe. Experience has
shown that it costs about $1 an hour for the gas used
in various welding operations, the quantity depending
upon the size of the tip employed.

Innumerable other small cutting operations are
necessary in steel cars in both construction and repair
work. For instance, instead of suspending the con-
duits beneath the cross-bearers in the underframe, slots
are cut through the- webs of these members and the
conduits passed through them. Damaged side plates
are quickly removed by using the rivet cutter, which
cuts the head of a rivet without damaging the plate.
After the plates have been straightened in fh° lock-
smith shop they are restored to their original position

OXY-ACETYLENE REPAIRS — BUILDING UP MOTOR END-HOUSING
WITH CAST STEEL

and welded in place. Similarly, many forging opera-
tions have been superseded merely by cutting out the
parts from metal of the required thickness. For in-
stance, body brake-levers, which were formerly made
from P/i-in. steel bars by forging them to the proper
dimensions, are now cut from l^-in. plates. By this
method the cost of manufacturing the levers is greatly
reduced, since all that is required after the levers have
been cut to a templet is to drill the necessary holes.

Worn Journal Boxes Reclaimed

Prior to the advent of the oxy-acetylene welder worn
journal boxes had to be scrapped and replaced with new
ones. This waste of high-priced metal has been ob-
viated by the Michigan Railway by providing new Vs-in.
sheet-steel chafing plates and welding them in the
pedestal ways. In one of the accompanying illustra-
tions are shown two 6-in. x 11-in. malleable-iron jour-
nal boxes, one of them being worn and the other having
been repaired with the oxy-acetylene welder. As it
has been found very difficult to weld malleable iron
with malleable iron, Tobin bronze is employed to cheapen
this operation, and the metal produces satisfactory re-
sults. The first cost of one of the journal boxes shown
in the accompanying illustration is $6.25, while the cost
of welding on new chafing plates is only 50 cents. Al-
though the chafing plates have been riveted on success-
fully in some instances it has been found very difficult
to make them oiltight, whereas when the plate is welded
in place this requirement is readily met.

Miscellaneous Applications

The heaviest weld that has been successfully made
in the shop of the Michigan Railway has been on the
cracked shanks of old Sharon type and Tomlinson radial
type M.C.B. couplers. The approximate first cost of
one of these coupler shanks is $12.50, and the cost to
weld it is $2. Welds in simpler form are frequently
made to obviate delays in the receipt of material, thus
making it unnecessary to carry a large stock of spare
parts in the storeroom. For instance, GE-239, 2400-
volt, brush-holder receptacles that have been burnt in
service are readily put in condition for operation. In

OXY-ACETYLENE REPAIRS — WORN AND RECLAIMED AXLE CAPS
AND JOURNAL BOX

554

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 12

one of the accompanying illustrations, one of these
brush-holder receptacles in need of repairs is illustrated,
together with one that has been restored. For this
work a scrap brush is fastened to the receptacle during
the welding operation to serve as a mold for the inner
surface of the brush-holder receptacle. The cost new
of one of these holders is $2.50, and the welding cost,
including labor, material and gas, is about 25 cents. A
similar case occurred in connection with a broken base
on one of the Michigan Railway's pneumatic trolley
bases. As shown in one of the accompanying illustra-
tions, the base, which is made of cast iron, was cracked
across one side, and to weld it cast-iron metal was
poured into the crack. The cost new of one of these
bases is approximately $25, but the cost of material,

OXY-ACETYLENE REPAIRS — WORN JOURNAL BOX REPAIRED WITH
TOBIN BRONZE PEDESTAL WAYS

labor and gas for welding was about $1. In addition to
the saving made by reclaiming the casting, it was im-
portant that the base be restored to service in a short
time, and the welder readily met this condition.

Again, a casting which was used in connection with
the third-rail shoe mechanism, and which was broken
in service, was practically impossible to replace prompt-
ly because of slow deliveries on steel castings. To re-
store the casting to service three welds were required,
two across the end of the yoke formed by the casting
and one where this yoke connects with the main cast-
ing. In the instance cited the piece broken out of the
end of the yoke was lost along the roadway. It was
necessary to prepare a short section of cast steel to
take its place and weld it to the two sides of the yoke.
The labor, materials and gas used in completing this job
cost 50 cents. On another occasion a coil from a Peter
Smith hot-water heater had burned out or burst by
freezing and the oxy-acetylene welder was employed to

OXY-ACETYLENE REPAIRS — VIEWS OF BROKEN AND RESTORED
AXLE CAP

restore it to service. At the time the repair vvas made
the possibility of saving was not as important as the
prompt provision of heat for the car. Still, the cost new
of one of these coils was approximately $75, and the
cost of welding was only $3. This work was very suc-
cessfully accomplished, and the welded coil has been in
service for several months. The saving made in this
case was $72, and it was unnecessary to deduct any-
thing from this figure for scrap value becausp the old
tube was practically worthless as scrap.

Quick Repairs in Chattanooga

An example of quick repair work done in the shop
of the Chattanooga Railway & Light Company is shown
in one of the accompanying illustrations. In this

OXY-ACETYLENE REPAIRS — VIEWS OF DAMAGED AND RESTORED
2400-VOLT BRUSH-HOLDER

case the repairs were made to a sandbox which had
been broken near the bottom at the spout. As sand-
boxes rarely break, and extra ones are not kept on hand,
the broken spout, under old conditions, would have
meant either running the car without sand or else keep-
ing it out of service for four or five weeks, because at
present it is difficult to obtain electric railway material
promptly after it is ordered and the cost of patching
the break would have been all out of proportion to the
value of the casting. With the oxy-acetylene welder,
however, these difficulties disappeared. One of the il-
lustrations shows the broken sandbox and another
shows a shop man repairing it. Still another shows
the finished job fifteen minutes after the work was be-
gun, the total cost of labor and material for the work
amounting to only 75 cents. In this case the car was
ready for service about twenty minutes after the work
was begun.

The acetylene welding outfit is used very generally

OXY-ACETYLENE REPAIRS — BROKEN TRUCK FRAME WELDED
IN PLACE

March 18, 1916]

ELECTRIC RAILWAY JOURNAL

555

by this company for repairing heavy broken parts, such
as truck frames, drawheads, brake hangers and body
bolsters, and it is frequently used even for such odd
jobs as repairing broken stoker castings. Recently one
of the company's cars had a broken brake hanger car-
rier of 7/s-in. x 4-in. steel which was restored without
taking the truck from under the car and even without
taking the brake hanger off the truck. Its removal and
welding in the
blacksmith shop
would have cost
approxi-
mately $3,
whereas the ac-
t u a 1 expendi-
ture was 50
cents. Several
broken truck
frames have
been repaired at
a cost that aver-
a g e s between
$1.50 and $3,
the replacement
of such pieces
under ordinary
methods involv-
ing a cost that
ranged between
$40 and $50.

The heaviest
work that is

done at Chattanooga with the oxy-acetylene welding ap-
paratus consists in repairs to body bolsters which are
constructed of %-in. steel plate 9 in. wide. These plates
are bent at right angles at each end to form the sup-
port for the side sills, and it has been found that they
display a tendency to break at the inside of the bends.
To repair them originally cost $10, but with the oxy-
acetylene flame the operation of repairing the break
costs approximately $2.50.

W. S. Henry, master mechanic Chattanooga Railway
& Light Company, states that the best way to train an
operator appears to be merely to turn him loose with
the machine after he has learned to regulate the flame.
At Chattanooga originally a point was made of having
the operator make one or more practice welds each day

OXY-ACETYLENE REPAIRS BROKEN AND

RECLAIMED THIRD-RAIL SHOE-CASTING
AND WELDED TROLLEY BASE

for some weeks so that his experience would be regu-
larly developed without waiting for the occurrence of
emergency jobs which form ine greater part of the
work that is done with the apparatus.

In The Milwaukee Electric Railway & Light Com-
pany's shops a novel application of the oxy-acetylene
flame has been developed in the burning of lead to
make lining material for storage-battery boxes. In
connection with this work, as well as the regular weld-
ing operations that are carried on with the apparatus
it has been found that the cost of work depends largely
upon the element of time. H. A. Mullett, superintend-
ent of rolling stock, states that the operating cost per
hour ranges from 40 cents, when a No. 2 tip is used, up
to $1.17 when a No. 7 tip is used.

On the Chicago Elevated Railways, H. A. Johnson,
master mechanic, states that the uses to which it can be
put to advantage have been continually extending, and
in cases of emergency the value of the apparatus is
considered to be not measurable in dollars and cents.
Some of the work which is being done is as follows:
• Building up worn pinion fits, keyways, stripped threads
on armature shafts and worn motor housings, welding
broken motor shells, building up worn brush-holders,
worn nose suspensions and many other jobs of a similar
nature. The company has tried also the filling up of
flat spots on steel wheels when the flat spots did not
come close to the flange. Out of several operations of
this kind one was found where the metal sloughed off,
but as a whole the experience is considered to be satis-
factory. It is considered that in many cases the actual
cost of doing a welding job is not the most vital feature.
In many cases time is the determining factor, especially
in cases of broken machinery, where the replacement of
a part would necessitate a long delay in the receipt of
new castings. In Chicago the question of breaking in
operators has not been a serious matter, as a shop em-
ployee may be sent to the establishment of one of the
manufacturers of oxy-acetylene apparatus where repair
work is handled, and he can work for three or four days
beside an experienced operator, picking up in this way
more knowledge than he could in the railway company's
shops in a considerably longer time. For the welding
operators, a knowledge of the welding and working of
metals is considered to be a material help in the proper
handling of the welding apparatus, and for this reason
the company is using blacksmiths to do the gas welding.

OXY-ACETYLENE REPAIRS — WELDING BROKEN SAND BOX IN FIFTEEN MINUTES

556

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 12

New Type of One-Man Car

The Prominent Characteristic of the Latest Ultra Light- Weight Car, Recently Built for Stone
& Webster in Accordance with the Birney Design, Is the Retention of Standard
Forms of Construction, the Weight Complete Being 10,000 Lb., and
the Seating Capacity Twenty-Nine

WITH the increase in popularity of one-man
operation much attention has been devoted to
the development of a design of car that would
be best suited to this method of handling traffic, and a
number of different types have been proposed. A few
of them have been built and placed in service, and the
latest addition to the list is the Birney one-man car
which is about to be introduced on the Stone & Webster
properties in the Puget Sound district. This car, which
is described in the accompanying paragraphs, is the
result of an extended study by its designer, C. 0. Birney
of Stone & Webster, Boston, Mass., of the factors gov-
erning the cost of handling traffic on systems of various
sizes.

The study has included consideration of the increas-
ing demands by the public for improvements in service
and in conveniences, the increased cost of labor and
material, the tendencies toward track extension and
longer hauls, and the operation of automobiles, both
private and jitney. Some of these elements have a
tendency to reduce the purchasing power of the fare
unit, and others incline toward reducing the earning
power of the property. Yet recent analyses have indi-
cated that the average load of a modern electric car for
fifteen hours of each day ranges from seven to twenty
passengers, the cars having capacity loads only in the
rush-hour periods. In general, the present service is
rendered by cars weighing from 24,000 lb. to 56,000 lb.,
with seating capacities ranging from thirty-two to sixty
passengers. The cost of hauling such cars in addition

to the wages of the platform men represents a direct
loss to the company under the unfavorable loading con-
ditions stated.

The provision of more satisfactory conditions with
respect to the operation and net earning power of cars
throughout the daily service involves a type of rolling
stock that permits a considerable decrease in power
demands as well as in platform expenses. Seeking these
objects, Mr. Birney prepared designs for a single-truck
car with a seating capacity of twenty-nine passengers,
and a weight, equipped, of 10,000 lb. Two of these
units have just been completed by the American Car
Company, St. Louis, Mo., eight additional cars of the
same type being on order. The design includes steel
construction, with wood fillers, wood roof and wood in-
terior finish, and the strength of the framing and asso-
ciated parts is on an equal basis with the type of car
construction generally employed on the Stone & Web-
ster properties.

In consideration of the small passenger loads, the car
has been designed and equipped so that it could be sat-
isfactorily operated by one man under all conditions,
and in addition to the savings thus derived, as well as
because of the decrease in weight, it is expected that
a considerable reduction in car and track maintenance
will be effected.

The new cars are of the single-end, single-truck type,
are provided with straight sides, round ends, arched
roof, stationary top sash, lower sash arranged to raise,
and have folding doors and steps, with the platform on

NEW ONE-MAN CAR — VIEW OF CAR COMPLETE EXCEPT FOR TROLLEY POLE AND HARP

MARCH 18, 191G]

ELECTRIC RAILWAY JOURNAL

557

NEW ONE-MAN CAR — INTERIOR VIEWS SHOWING FRONT PLATFORM AND REAR DOOR

the same plane as the body floor. The principal dimen- rear emergency door of the swinging type operates in

sions and weights are given in the following table: conjunction with a folding exit step. This door swings

outwardly and is provided with manually and pneu-

Length over all 22 ft. io in. matically operated locks, so that it cannot be opened ex-

LlSfth ofTiatfoSihm'over' dasher .' .' '. '. '. '. '. '. '. ] '. .' '. '. '. '. '. '. 2'i it. 6 In. cept in emergency. At such times the pneumatically

width over sheathing a ' ft. 6 in. operated lock is automatically unlocked and the manually

Width over all 7 ft. 10 m. 1 i i i , ,

Height, rail to top of floor 2 ft. 3 in. operated lock can be unlocked by persons attempting to

seat ^dSrt spacing r°°f WWW .' .' \ \ .' .' \ .' .' .' .' .' .' .' .' .' \ WW .' .' 2 i?. 4% IS: leave the car from the rear. Special attention has been

Seating capacity .....29 paid to ease of entrance and exit, and the 27-in. height

Height, floor to top of window rest 2 It. 1 in. „ , „ .. . , „ , ,r

Height, floor to bottom of top sash 4 ft. 2% in. trom rail to floor requires the use of onlv one folding

wld^'o^t^ce^dlxft'cioor; 'clear: \ \ \ \ \ \ \ \ \ \ \ \ \ \ \ \ \ 2 ft 6 & step, the riser being easily negotiated.

Width of emergency exit door in rear, clear 1 ft. 10 in.

Width of aisle 1 ft. 8 in. CAR-BODY ARRANGEMENT

Weight :

Truck°dy '. ! 3'oooib single-end arrangement was selected because it

Electrical equipment 2,333 ib. permits of the minimum weight per car unit, and while

Air brake equipment 617 1b. it appreciated that double.end cars must be Oper-

Total lo.oooib. ated \n some instances, the situation resolved itself into

a comparison of the weight and cost of the single car,

The cars are designed for near-side stops, with com- with necessary track facilities, versus the same elements

bined entrance and exit doors and a folding step. A in connection with double-end car construction. It was

NTSW ONE-MAN CAR — REAR DOOR AND STEP; CONSTRUCTION VIEW SHOWING FLOOR, SIDE AND ROOF FRAMING

558

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 12

estimated that a double-end car body having the same
seating capacity would weigh 6000 lb. or that a double-
end car of the same weight as the one actually adopted
would provide a seating capacity of only twenty-four
passengers. The weight of the single-end car body is
but 4050 lb. and the greater weight of a double-end car
would constitute a continuous tax against the operating
company which would be in excess of the cost of driving
the single-end equipment.

To gain the economies offered by one-man operation,
it was considered necessary to equip the cars in such a
manner that the degree of safety in service would be
greater than that known heretofore, even under two-
man operation. Because of the concentration of duties
upon one man it was also considered necessary to pro-
vide all possible facilities, especially with respect to
eliminating manually operated parts. Compressed air
offered the desired flexibility, and the equipment has
been arranged to that on emergency occasions the con-
trol of the power circuit, the operation of doors and
steps, control of sand and application of brakes are
automatically effected. The controller handle is so de-
signed that in case the operator removes his hand from

NEW ONE-MAN CAR — ELEVATION AND HALF PLAN OF TRUCK

the handle in any position which permits current to
flow to the motors, the current will be cut off by the
circuit breaker. This causes the operation of a device
which provides for the application of brakes, applica-
tion of sand to the rails, the opening of the front exit
door and the pneumatic unlocking of the rear emer-
gency door.

It was considered also that any action required on
the part of the operator in an emergency should be as
simple as possible, and for this reason the control of
the doors and steps, as well as of the brakes and sand,
has been combined into one device operated by one
handle. Aside from the great importance of this fea-
ture in emergencies, the combination of control is of
great assistance in ordinary service operation, since it
eliminates to the greatest possible extent the parts to be
handled in running the car, thus permitting undivided
attention for the important duties of the operator. The
device, which is visible in one of the interior views of
the car displaces the ordinary motorman's brake valve,
though its operation and appearance are along similar
lines. The positions of the handle are arranged so that
the car is brought to a stop in the usual manner without
involving the operation of doors and steps. After the
stop is made, the door and step are opened by moving
the handle to another position. After the exit and
entrance of passengers the door is closed, following
which the brake is released and the car is ready to
start. The weight of the complete air-operated equip-
ment, including piping, is only 617 lb., and it may be
said that these features can be applied to any type of

car in passenger service, thereby permitting the exten-
sion of the economies secured to existing rolling stock.

The underframe is composed of steel channels and
angles, the side sills being 21/2-in. x 3-in. x 3/16-in.
angles and the cross-sills of 3-in., 4-lb. channel iron.
The dasher angles are of lVfe-in. x iy2-in. x Vs-in. stock,
the seat-rest angles being of l^-in. x IVi-in. x Vs-in.
steel. The center sills are of the same size as the cross-
sills; the side posts are of lVj-in. x lV^-in. x 3/16-in.
T-iron, the corner posts being of IVi-in. x 3/4-in. x Vs-in.
angle iron reinforced with oak. No. 18 sheet steel is
used to form the side plates, and the letterboards are
of No. 20 sheet steel. The sashes, doors and finish are
of mahogany. The roof is of 5/16-in. poplar covered
with No. 8, 16-oz. canvas, and the flooring is 13/16 in.
thick, yellow pine being used under the seats and hard
maple, grooved to form floor mats, in the aisle.

Truck Design and Equipment

On the truck are mounted two GE-258 motors, each
rated at 18 hp. at 600 volts, mounted on a special Brill
truck and wired to a K-10 controller. These motors
are of the ventilated commutating-pole type. The arma-
tures are mounted upon ball-bearings at both ends,
lubrication being provided by a nipple through which
grease is forced by means of a grease gun. The weight
of the electrical equipment, including gears and gear
cases, is 2333 lb.

The truck weighs 3000 lb., and has an 8-ft. wheelbase
and 24-in. wheels. The journals are 3 in. x 6 in., the
axle diameters being 3% in. at the motor bearings and
4 in. at the gear seat. The height from the rail to the
spring posts is 1 ft. 10 in., and from center to center
of side frames is 5 ft. 9Vi in. The spring system con-
sists of quarter-elliptic and spiral springs of the grad-
uated type. A quarter-elliptic spring is mounted on
each journal box, the band of the spring resting on the
top of the journal box, and the inside end being bolted
to the bracket or wing which forms a part of the box.
The outside end of the quarter-elliptic spring is ar-
ranged with castings and pins to support the trans-
verse swing links, which in turn support the graduated
coil springs. These coil springs carry the light load of
the car, which averages about two-thirds of the seated
load. When this load is exceeded, the coil springs com-
press, causing the spring caps and seats to come into
contact, and any additional load is borne on the quar-
ter-elliptics.

Besides the above coil springs, an additional coil
spring is provided at the center of each side frame,
mounted on suitable seats. The top section is gradu-
ated and the spring acts similarly to those at the ends
of the truck. The lower portion of this coil spring is
of the same capacity as the quarter-elliptic springs and
supports a portion of the maximum load. In order that
the transverse swing of the car may not be excessive
the truck is connected to the car body through the
medium of links, which are attached to the truck at
diagonal corners only, located on the journal boxes at
a point about 12 in. within the wheelbase. The brakes
are inside-hung, being supported by half-ball hangers,
and the shoe heads are connected transversely by beams.

Other equipment on the car includes the Johnson fare
box with transfer issuing device; Westinghouse air-
brakes and safety features, Utility ventilators, Ed-
wards sash locks, International cash register, Curtain
Supply Company's pinch-handle curtains, transverse
seats with hinged cushions and a folding seat on the
inside of the rear emergency door, Esterline "Golden
Glow" headlight, Feralun step treads, Keystone trol-
ley catcher, Hunter signs, operator's seat, and Key-
stone pneumatic gong.

March 18, 1916]

ELECTRIC RAILWAY JOURNAL

559

CLEVELAND TRACK COSTS MIXING AND PLACING

IN TRACK CONSTRUCTION

CONCRETE

CLEVELAND TRACK COSTS — FINISHED TRACK WITH CONCRETE
PAVEMENT IN DEVIL STRIP

Unit Track Construction Costs for

Thirty-One Jobs

This Detailed Cost Distribution Kept by the Way Department of the Cleveland Railway Should
Be Especially Valuable as a Guide to Others for Track Construction

in Preparing Estimates

m:

'ORE than 25 miles of single track were con-
structed or rehabilitated by the way department
bof the Cleveland (Ohio) Railway Company dur-
ing 1915, and in the accompanying table there are pre-
sented the costs per foot of track of the thirty-one dif-
ferent jobs which were included in this mileage. Very
few companies have given as much attention to re-
ducing construction costs in connection with their track
work as the Cleveland Railway, and many forms of
track labor-saving tools have been introduced in connec-
tion with this company's work. It is, therefore, of par-
ticular interest to have the unit results of a track de-
partment that has been a pioneer, in many instances,
in the application of labor-saving tools.

All the track included in these jobs was of the Cleve-
land standard construction, and, unless otherwise stated,
the data herein published apply to double-track line in
paved streets. Cleveland standard track construction
includes 95-lb., Section-400, high-carbon, T-rail with a
chemical composition of 0.75 to 0.90 carbon and 0.10
metallic titanium. All the joint plates are iy8 in- thick,

and they are made of the same steel as the rail. The
joints are riveted with 1 1/16-in. rivets and the base is
welded by the thermit process. This construction is
known as the Clark joint, which has been previously
described in these columns. International steel ties
are used at the joints and Carnegie steel ties spaced at
4-ft. intervals are employed between the joints. The
standard foundation construction is of the trough and
beam type with 12 in. of 1 :6 gravel concrete under the
rail and 12 in. of concrete below the tops of the ties.
Between the ties and the rails the concrete foundation
is approximately 5 in. or G in. thick, and a 6-in. vitrified
drain tile is laid beneath the devil strip. The track is
paved with granite block, nosed to form the wheel
flangeways, and the devil strip, unless otherwise stated,
is paved with 1:1:2 granite concrete with 50 lb. of
steel hardener to each barrel of cement used in the top
2V2 in. of wearing surface.

Labor-saving equipment, which was an important
factor in keeping down track construction costs, included
the Clark pavement plow or rooter which was described!

CLEVELAND TRACK COSTS — CLAMSHELL DERRICK CLEANING UP

WORK

CLEVELAND TRACK COSTS — DERRICK CAR FOR HANDLING TIES
AND RAILS

560

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 12

Cleveland Track Cosls — 1915 Cost Per Foot of Single Track,

TRACK MATERIAL

Bolts

Carbide

Cement

Cinders

Clips and bolts

Crushed stone

Drip boxes and covers .

Gravel

Oxygen

Plank

Plugging charges

Punchings

Rail, 95-400

Rail, 141-395

Rail, 80#tee

Rivets

Splices, 95-400

Splices, 141-395

Splices, 80# tee

Sand, lake

Sewer pipe

Spikes

Thermit

Tie rods

Ties, Carnegie

Ties, international . ,

Ties, oak

Combination splices .
Bohzaho

Total.

0.0006
0.3195
0.0064
0.0745
0.0115
0.0089
0.3079
0.0045

0.0034
0.001)3
1.1185

0.0192
0.0686

0.0037
0.0440

0.0031
0.0577
0.0500
0.2919
0.1324
0.0307
0.0110

0.205 1
0.0021
0.0755
0.0278
0.0103
0.2630

11.0024
0.0002
1.1181

0.0018
0.0684

0.0220

0.0009
0.0454
0.0500
0.3128
0.1393
0.0227
0.0017

0.1 6S5
0.0029
0.0525

0.0895
0.1795

0.0033
0.00113
1.1182

0.0138
0.059S

(1.0020
0.0440

0.0562
0.0500
0.2777
0.1357
0.0139
0.0091

0.0038

o'.iko

0.3302

0.0713

0.0441
0.0318

0.2338
0.0075

0.0153

0.3881
0.0197

0.1816
0.0249
0.1100

0.0505
0.0324

0.0194

0.0488

0.4228

2.6793 2.3701 2.2769 0.9055 1.3135 2.5574 0.6199 2.5619 2.4942 2.5402

0.0040
0.0003
0.3245
0.0022
0.0437

0.0622
0.3328
0.0027
0.0018
0.0021
0.0002
1.1182
0.021,8

0.0181
0.0803

0.03M,

0.0356
0.0500
0.2958
0.1192

0^0033

0.2394
0.0122

0.1741
0.0959

0.0500
0.0327

0.0156

0.3114
0.0005
0.0491
0.0746
0.0297
0.3137

0.0032
0.01103
1.1182

0.0188
0.0639

0.0029
0.0220

0.0041
0.0546
0.0490
0.2833
0.1260
0.0330
0.0036

0.3201
0.0022
0.0583
O.0055
0.0223
0.2643

0.0037
0.0003
1.1111

0.0221
0.0676

0.0007
0.0230

0.0019
0.0635
0.0490
0.3209
0.1485
0.0097

0.0006
0.3603
0.0017
0.03SS
0.0334
0.0421
0.2978
0.0037

0.0032
0.0003
1.1180

0 0179
0.0572

0.0096
0.0263

0.0045
0.0540
0.0500
0.2236
0.0756
0.1011
0.0205

0.0003

0.3138
(1.0009
0.0506
0.0335
0.0304
0.2741

0.0033
0.0003
1.1181

0.0199
0.068S

0.0220
0.0244

0.0006
0.0556
0.0500
0.23S5
0.1031
0.0360
0.0011

0.0053 0.0053
0.0001

0.2422
0.0009

0.3508
0.0484
0.0507

0.0671
0.1)442

0.0195
0.0332

0,1032

0.0418
0.0118

0.9327

0.0052
0.0008

0.0001
0.0271
0.6971
0.0013

0.0001
0.0645
0.0019
0.0219

0.0004

0.4319
0.0017
0.0896

0.0095
0.0012
0.1407

0.2317

0.1761

0.0083

19

0.0015
0.0001
1.1182

0.0167
0.0558

0.0200

0.0175
0.0268
0.0500

0.3S13
0.0878

0.0008
0.2540
0.0031
0.0485

0.0325
0.3848
0.0063

0.01)06
0.3515
0.0030
0.0501
0.0037
0.0381
0.3025
0.0042

0.0051 0.0032
0.0004 0.0003
1.1179 1.1183

0.0185
0.0650

0.0220

0.0007
0.0703
0.0490
0.2854
0.1228
0.0147
0.0109

0.0201
0.0661

0.0041
0.0237

0.0011
0.0543
0.0490
0.2881
0.1314
0.0255
0.0187

0.0005
0.0007
0.2571
0.0015
0.0435
0.0435
0.0318
0.2385
0.0046

20

0.0032
0.0003
1.1183

0.0216
0.06X4

0.0014
0.0220

0.0043
0.0446
0.0500
0.2495
0.1124
0.0708
0.0007

0.01)01
0.0004
0.2679
0.0010
0.0432
0.0207
0.0336
0.2518
0.0039

0.0031
0.0003
1.1182
0.0050

0.0162
0.0698
0.0036

0.0006
0.0220

0.0028
0.0519
0.0490
0.2844
0.1241
0.0454
0.0081

2.4453 1.2655 1 2.3354 2.3447 2.5127 2.5576 2.3952 I 2.4391 2.3185 12.0117

0.0007
0.1948

0.0341
0.0971
0.0237
0.1549
0.0047

0.0025
0.0002
1.1181

0.0153
0.0618

0.0123
0.0431 0.0368
0.0500
0.1963
0.0637
0.2219
0.0233

TRACK LABOR

Bonding . . .

City of Cleveland

Cleaning street

Concreting

Cutting rail

Drilling

Excavating

Grinding

Handling new material.
Handling at store yard .

Laying drain tile

Laying plank

Laying track

Loading. . . .

Plumbing

Reaming

Riveting

Sawing ties

Surfacing and aligning

Teaming

Temporary track

Tearing up

Watching

Welding

Work train operation

Resetting curb

Puddling

0.0312
0.1092
0.0055

0.1845

0.1192

0.0512

0.0600
0.0340
0.0461
0.0080
0.0074
0.0074
0.2094
0.0558
0.0276
0.0436
0.3595
0.0128
0.0170

0.0214
0.0619

Total.

0.3689
0.0509

0.0133
0.0723

0.0056
0.0031
0.0087
0.0013
0.1219
0.0544
0.0254
0.0023
0.1033
0.0076
0.0178

0.0321
O.OS37

0.1385
0.0591

0.056S

0.0222

0.0505
0.0633

0.2216
0.2051

0.0X28
0.0026
0.0056
0.0049
0.1598
0.0375
0.0081
0.0141
0.1142
0 0091
0.0160

0.0107
0.0231

0.2262
0.0394
0.0185
0.0117
0.2482

0.0413
0.1891

0.3389
0.0620
0.1061
0.1890

0.0198

0.3636
0.0401
0.02 19

0.0394
0.1192
0.0094
0.0052
0.1627

0.0805

0.0098 0.0590

0.0114

0.0972
0.0340
0.0300
0.0087
0.0127
0.0099
0.0852
0.0159
0.0099
0.0682
0.0858
0.0080
0.0140

0.0437
0.0379

0.0897
0.0150

0.0268

0.0502
0.0400
0.1707

0.1577

0.0499
0.0901
0.0039
0.0006
0.1304

0.0871

0.0167
0.1494

0.0010

1.3894 0.9401 0.8474 1.1281 1.6498 0.9073 0.6327 1.0326 1.0569 1.2482 0.7220 1.3775 1.5701

0.0706
0.0112
0.0075
0.0071
0.0569
0.0637
0.0124
0.0101
0.1112
0.0088
0.1346
0.0104

0.1063
0.1196
0.0009

0.2226
0.0003
0.0588

0.0248

0.1049
0.0019
0.1002
0.0076
0.0071
0.0003
0.1106
0.0510
0.0055
0.0034
0.0540
0.0083
0.0676

0.0372
0.1575
0.0056

0.0437
0.0945

0.0009
0.0949

0.2542
0.1182 , 0.0672

0.0267 0.0258 0.0388

0.0666
0.0658

0.2258
0.1552

0.1509
0.0151
0.0514
0.0132
0.0036
0.0061
0.0995
0.0313
0.0348
0.0955
0.1236
0.0077
0.0101

0.1306

0.0456
0.0103
0.0066
0.0024
0.0474
0.0356
0.0051
0.0059
0.0436
0.0073
0.0382

0.0164

0.0282
0.0065
0.0452

0.2316
0.0367
0.0207
0.0777
0.2407

0.0380

0.0097
0.0176
0.0020
0.0003
0.5926

0.0700

0.1546
0.0146

0.0006

0.1494
0.5125
0.0215

0.3389

0.0431

0.1014 0.0186

0.3875
0.0741
0.0020
0.0003
0.0464
0.0003
0.0964

0.0262
0.0279
0.0126

0.2913
0.1384
0.1667
0.1461
0.0807
0.0085
0.0156

0.1143
0.0384
0.0094

6.1973

0.0638

0.1358
0.0385
0.0455

0.0105
0.0048
0.0457
0.0078
0.0237
0.1085
0.1362
0.0108
0.0814

0.0411
0.1273
0.0073
0.0005
0.1308

0.0626

0.0156

0.0824
0.0325
0.0497
0.0076
0.0094
0.0063
0.0659
0.0215
0.0672
0.0668
0.1224
0.0072
0.0366

0.0022
0.0431
0.0878
0.0044
0.0013
0.1757

2.1719 I 1.1564 0.9607 1.0781

0.0669

0.0178

0.0703
0.0191
0.0701
0.0034
0.0103
0.0071
0.1440
0.0232
0.0836
0.0456
0.1362
0.0098
0.0562

0.0035
0.1054
0.086 i
0.0073
0.0025
0.1691

0.0515

0.0302

0.0908
0.0229
0.0668
0.0054
0.0066
0.0058
0.0957
0.0471
0.0673
0.0532
0.0892
0.0078
0.0210

0.0368
0.0997
0.0165
0.0072
0.2271

0.0681

0.0141

0.0883
0.0055

0.0077
0.0031
0.0971
0.0734
0.0519
0.0871
0.1271
0.0097
0.0260

0.9459 1.0464 1.1160

PAVING MATERIAL

Block, dressed Medina . .
Block, redressed Medina

Block, old Medina

Brick, new

Cement

Granite block

Granite, nosed

Granite, crushed

Gravel

Hardener for concrete .

Sand lake

Sand cushion

Tar :

Asphalt

0.7907

0.1138
0.8590
0.5818

0.1871
1.5828
0.5849
0.1019

Total

0.0193
0.0192 0.0095
0.0708 0.0630
0.1486 0.0283

0.8000

0.1836 0.1373

0.8600

0.5754

0.0052

0.0732 ; 0.0605

0.0159 ! 0.0029
0.0903 ! 0.1102
0.0926 i 0.1136

0.6467
0.4476

(1.01105
0.0591

0.1319

0.2223
0,8923
0.5875
0.1034

0.0098
0.0832
0.0167

0.0551
0.7997
0.5701

0.0076
0.0186

0.0042
0.0499

0.2242
1.0332
0.6478
0.0423

0.0274
0.0111
0.0737
0.1053

2.5839 2.5780 1.8962 1.2245 1.1539 2.0471 I 1.4511 2.2191 1.8551 2.2294 1.8464 I 1.4939 0.0483

0.0314
0.0154 0.1639

0.2032
0,8402
0,5731
0.1500

0.0206
0.0138
0.0388

0.2148
0.9776
0.5831
0.1380
0.0243

0.0102
0.0861

0.1675
0.8358
0.6118
0.0650
0.0223
0.0216
0.0113
0.0505

0.3163

0.1462

0.1036
0.0557

0.0015
0.1072
0.1028

0.0124

0.0003
0.0031
0.0035
0.0183

0.0041

0.5784

0.0388
0,8367

0.0062
0.0617
0.8673

0.5559 ' 0.5862
0.1521

0.0233 . 0.0273
0.0817 | 0.0224
0.3456 I

2.5204 1 1.7232 1.9752 1

0.2237
0.9266
0.5874
0.1316
0.0313

0.0073
0.0673

0.1266

0.1945
0.7775
0.5824
0.0916
0.0124

0.0079
0.0742
0.0129

0.0186

0.1784
0.8376
0.5837
0.0781
0.0118

0.0105
0.0528

0.1647
0.8543
0.5845
0.0111
0.0167

0.0075
0.0445
0.2375

1.7715 I 1.9208 1.6420

PAVING LABOR

Cleaning old material .

Grouting

Handling new material.

Laying

Loading

Plowing

Throwing on side. .
Work train operation. .

Total

0.0667
0.2223
0.1782
0.0643
0.0025
0.0531
0.0031

0.0355
0.0433
0.1051
0.0003

0.0382
0.0089

0.0691
0.1624
0.2460
0.0429

0.0544
0.0018

0.0769
0.0953
0.2270

0.0746

0.0005

0.0063
0.0931
0.0907

0.0295

0.0333
0.0396
0.1489
0.0298
0.0031
0.0500
0.0070

0.1084 I 0.0584 i 0.0553
0.0284 0.0516 0.0571
0.1168 0.1943 ' 0.1934
0.0267 i 0.0072

0.0374
0.001.5

0.5968 0.2313 0,5766 0.4743 0.2196 0.3177 0.2925 0.4813 0.4005 0.3888 0.3126 0.4064 0.0675

0.0830 ' 0.0538
0.0673 , 0.0337

0.0505

0.0356
0.2557
0.0301

0.007S
0.0091

0.0585
0.0299
0.1002
0.0614

0.0435
0.0191

0.0213
0.1047
0.1309
0.0152

0.1148
0.0195

0.0023
0.0028
0.0095
0.0012

0.0035

0.01.82

0.1119
0.0598
0.1512

0.1591
0.007S

0.0316
0.0359
0.0765
0.0109

0.0048
0.0407

0.0526
0.0204
0.2238
0.0477
0.0041
0.0733
0.0183

0.0331
0.1293
0.1157
0.0295
0.0024
0.0781
0.0281

0.2004 0.4402 0.4162 0.3167 0.7268 0.5506

0.0358
0.0276
0.1482
0.0278
0.0036
0.0632
0.0105

0.0920
0.0332
0.4015
0.0050
0.0051
0.1885
0.0015

REPAYING MATERIAL

Medina block, redressed.

Cement

Sand, lake.

Sand, cushion

Asphalt

Granite block

Tar

Brick

Total

0.3813

0.3813

0.0392
0.0123
0.0109

0.0015
0.0001

0.3203
0.1172

0.0139
0.0035
0.0321

0.0047
0.0004

0.0373

0.0624 0.4391 0.0495 I 0.0424 0.0421 0.1966 0.0244 I

0.0014
0 0001
0.0056
0.0993

0.0302

0.0140
0.0015
0.0089

0.0230
0.0033

0.1198

0.1567

0.0159
0.0053
0.0056

0.0246
0.0996

0.1510

0.0588
0.0075

0.1090

0.1753

REPAYING LABOR

Laying

Cleaning old material

Total.

Grand Total

Feet of single track .
Work order numbers.

7.1307 : 6.1195

0.1001 0.1749 0.1267 I 0.0267 0.1466 I 0.0134 0.0102 0.0631 ! 0.2485 i 0.1261

0.0021 | I 0.0948 0.0024 0.0550 , 0.1109 0.0003

0.1001 1 0.1749 0.1288 0.0267 ! 0.1466 0.1082

5.6972 3.9073 I 4,5280

995.1 6,314.8 • 1,502.7
1585 , 1599 ! 1589
1 3 4

1,459.3 1.795.1
1618 1538

6.2953 ; 2.9962

3,237.1
1534
8

658.6
1028
9

6.4910 I 5.3573

0.0126 0.1181 I 0.3534 1 0.0003

6.4610 5.6410

5,996.6 12, 699.1 3,209.1 9651.7
1572 1610 : 1566 1537
10 1 11 12 13

4.9271 I 4.0216

0.1024
0.0049

0.1261

7.6529

5,111.2 12,787 5
1533 I 1558
14 ! 15

501.2
1607
16

0.1073

5.5927 ! 6.1977

0.0145

0.1230
0.0017

0.1247

5.7840 5.7489 I 6.0125

2,006.0 i 3,525.6 4,915.2
1610 I 1531 , 1532
17 I 18 1 19

0.1685

0.1685

5.6641

16,955.8
1528
20

941.9
1565
21

832.3
1541
22

March 18, 1916]

ELECTRIC RAILWAY JOURNAL

561

Divided According- to Jobs (Prices in Dollars)

•23

0.0259

24

25

26

27

28

29

30

31

32

33

■■

0.0105

0.0051

0.0006
0.1716

0.0001
0.3012
0.0013
0.0527
0.0039
0.0224
0.2927
0.0005
0.0001
0.0033
0.0003
1.1183

0.0007
0.2555
0.0029
0.0497
0.0082
0.0365
0.2771
0.0048

0.3047

0.0005
0.0216

0.2295
0.0189

0.3722
0.0054
0.0217
0.2413
0.0144
0.2628

0.3976
0.0032
0.0425
0.0491
0.0341
0.3326

0.4700
0.0053
0.0550

0.2835
0.0055
0.0536

0.2827
0.0023
0.0403
0.0335
0.0380
0.3543

0.0483

0.1491

0.0418

0.2014

0.0553
0.2721

0.1282

0.0006

0.1994
0.0041

0.1199

0.5289

0.0027
0.0002
1.1196

0.0028
0.0002
1.1191

0.0025
0.0003
1.1178
0.0369

0.0032
0.0003
1.1180

0.0044
0.0004
1.1180
0.0368

0.0031
0.0003
1.1181

0.0035
0.0003
1.1180

1.1181

1.6970

0.7012

0.0163
0.0793

0.0195
0.0677

0.0168
0.0561

0.0171
0.0511

0.0205
0.0686

0.0119
0.0684
0.0016

0.0157
0.0663

0.0194
0.0556

0.0636

0.0756

0.0729

0.0309

0.0231

0.0004
0.0220

0.0722
0.0220

0.0091
0.0200

0.0021
0.0247

0.0109
0.0322

0.0005
0.0440

0.0034
0.0205

0.0320

0.0383
0.0204

0.0157

0.0006
0.0568
0.0490
0.3028
0.1347
0.0096
0.0014

0.0217
0.0473
0.0490

0.0151
0.0502
0.0500
0.1251
0.0555
0.3129
0.0356

0.0006
0.0542
0.0513
0.2871
0.1264
0.0235
0.0044

0.0022
0.0811
0.0500
0.2973
0.1349

0.0042

0.0023
0.0579
0.0490
0.2249
0.1052
0.0419
0.0021

0.0461
0.0490
0.2782
0.1168
0.0555

n.fiMfl

0.0539
0.0490
0.3008
0.1368
0.0009

0.0408

0.0001

0.0537
0.3174
0.1456

0.3723
0.1189

0.3691

0.3966
0.0771

2.9591 1 1.2770

2.2407 2.4618 1 2.4506

2.8221

2.4203

2.7134

2.7896

2.4594

2.4551

TRACK LABOR

0.0019
0.0214
0.1008
0.0025
0.0015
0.0947

0.1152
0.1005
0.0058
0.0028
0.2262

0.1094
0.0367
0.0205

0.0016

0.1415
0.3525
0.0025

0.0515
0.2122

0.0922
0.1498
0.0077

0.0629
0.1278

0.1299

0.0415
0.0763

0.0341
0.0921
0.0010

0.1002

0.2448

0.2616

0.5380

0.5047

0.3084

0.3128

0.2396

0.3192

0.1048

0.0647

0.0468

0.1983

0.1064

0.1206

0.1064

0.1085

0.0264

0.0155

0.0530

0.0405

0.0411

0.0581

0.0822

0.0419

0.0168

0.1243

0.0761

0.2564
0.0036

0.0693
0.0241
0.0356
0.0038
0.0075
0.0072
0.0696
0.0205
0.0735
0.0568
0.0613
0.0082
0.0462

0.1323

0.1859
0.0072

0.0474
0.0074
0.0413
0.0174
0.0131
0.0098
0.1497
0.0431
0.1041
0.0969
0.1652
0.0118
0.0152

0.0951

0.0457

0.0353

0.0771
0.0007
0.1036
0.0086
0.0091

0.0197
0.0162

0.1776
0.0044
0.0052
0.0057
0.1599
0.0664
0.0024
0.0075
0.2035
0.0143
0.0416

0.0138

0.0036
0.0081
0.0066
0.0109
0.0768
0.0212
0.0081

0.0787
0.0104
0.0014

0.0051
0.0095
0.0040
0.1468
0.0829

0.0087

0.0074

0.1005
0.0921

0.1068
0.0286
0.0014

0.1861
0.0794
0.0258
0.0294
0.3958
0.0058
0.0052

0.1841
0.0934
0.1556
0.1170
0.1311
0.0091
0.0063

0.1463
0.0314
0.0050

0.0437

0.0051

0.0961
0.0691
0.0096
0.0051
0.0933
0.0078
0.0042

0.1070
0.0015

6.0051

0.0332
0^0042

0.1090
0.0158
0.0615

0.7332 1 0.6015

1.8190

0.7687

1.8893

1.5290 1.2946

1.4472

0.8151 I 0.7689

0.9739

PAVING MATERIAL

1

0.3471

0.5222

0.1641

0.0482

0.7781

0.1957

E" " '

0.2399
0.1300
0.8619
0.5716

0.0664
0.8687
0.6302

0.0008

0.3433

0 0836
0.7983
0.5674

0.0131

0.2024
0.8911
0.5809
0.1682
0.0409

0.2667
0.7778
0.4149
0.1974
0.0036

0.2154
0.8620
0.5717
0.1962
0.0106

0.1376
0.8502
0.5723

0.1563
0.9859
0.5809
0.0742
0.0137
0.0108
0.0139
0.0668
0.0314

0.0088
0.5473
0.0267

0.6069

0.0059

0.0037

0.0001
0.0006

0.0071
0.0281

0.0082
0.0911
0.1232

0.0080
0.0612
0.0122
0.0844

0.0050
0.1184

0.0200

0.0135
0.0474

0.0460
0.0944

0.0302

0.3271

1.8924

0.0015

1.4136

1.4904 1 1.1724

2.2701 ! 1.8744

1.9793

1.8234

2.4028

2.0796

PAVING LABOR

0.1038

0.0004

0.0339
0.0238

0.1033
0.0712

0.0416
0.0115

0.0391
0.1511

0.0484
0.0645

0.0467
0.1667

0.0696
0.0540

0.1348

0.0009

0.1051
0.1042
0.0361
0.1882
0.0009

0.1238
0.0321
0.0022
0 0542
0.0462

0.1777
0.0289

0.0384
0.0739

0.1483
0.0333
0.0018
0.0403
0.0076

0.2039

0.5002

0.1286
0.0451

0.1804
0.0276
0.0014
0.0223
0.0021

0.2221
0.0021

0.0289
0.0021

0.0729
0.0031

0.1523
0.0092

0.1109
0.0004

0.0021

0.0016

0.4628

0.0034

0.4345

0.3162

0.4121

0.2414

0.4215

0.4783

0.501S

0.4984

0.3654

REPAVING MATERIAL

0.0157
0.0074

0^0944

0.4392

0.4982

0.0029

0.0383

0.0388

0.0944

0.0614

0.4392

0.5011

0.0388

REPAVING LABOR

0.0721

0.0881

0.0026

0.2571
0.0572

; 0.2943

0.0474
0.0042

0.0109

0.0721

0.0881

0.0026

0.3143

0.0109 1 0.2943

0.0516

6.1196

1.8834

6.0903

5.0392

5.9244

7.2383

6.4609

6.9125

5.9299

6.6306

5.9644

184.7
1,614

23

15,419.4
1,559

24

367.0
1,573
25

7,986.5
1,542
26

570.5
1,625
27

1,543.9
1,550

28

2,464.8
1,549
29

2,663.3
1,557
30

1,176.9
1,545
31

2,445.1
1,583
32

5,170.8
1,598
33

on page 73 of the Electric Railway Journal of July
10, 1915. The concrete in the foundations and pave-
ment was mixed with a Koehring mixer especially
adapted for street-railway work. Whenever it was
necessary to remove old track, the rails were cut in two
with an oxy-acetylene cutting torch and loaded upon flat
cars with a Brown Hoisting Machinery Company's der-
rick. All material, including the gravel and the paving
block, was delivered to the different jobs in trains con-
sisting of three 75-ton automatic dump cars.

In order to give the proper interpretation to the unit
costs some explanation of the differences in the prices
per foot for the various jobs is necessary. The complete
unit cost data is shown in the accompanying tabulation.
From this it will be noted that the costs are classified
under headings including track material, track labor,
paving material, paving labor, repaving material, re-
paving labor. Each of these classifications contains a
detailed distribution of the various cost items, and the
results obtained for each of the thirty-one track-con-
struction jobs are recorded in the proper columns.

Characteristics of Different Jobs

The data appearing in the table under job No. 1 ap-
plied to a stretch of single track laid in a double-track
street, and this necessitated paving the old devil strip
and laying a tile drain beneath the new track. In Job
No. 3 the original surface of the street had been left
high by a contractor, and the increase in cost was due
to the unusual amount of excavation required. This
piece of track was an extension of a double-track line
through a dirt street. The low cost of Job No. 5 is due
to the fact that it consisted mainly of resurfacing. Job
No. 4 consisted of a single track laid beside the track
that is included in Job No. 5. In connection with Job
No. 6 it will be noted that the unit cost for watching is
high, this being due to the fact that the work had to be
kept open for eight months. In this job the track was
taken up to permit the installation of a sewer and then
was relaid and repaved with dressed Medina block.

The cost of track construction in the heart of the
Cleveland business district, where traffic is heavy, is
shown to be relatively high by the unit costs under Job
No. 8. This work consisted of double track with the
company's standard form of paving between the rails
and in the devil strip, but with sheet asphalt on the
sides of the street. The total cost of Job No. 9 is low
because it included merely resurfacing and paving some
track that had been laid over a sewer.

Frequently the city arranges with the Cleveland Rail-
way's track construction forces to pave the entire street
at the same time when the track is paved. This was
the case in Job No. 10, where a new extension was laid
through a brick paved street, the track forces repaving
the sides of the street from the track to the curbs.
When work of this kind is undertaken by the Cleveland
Railway a careful distribution of cost is kept, and to
this is added the other proper items of expense, includ-
ing overhead, for the purpose of billing the city.

Job No. 11 was a double-track extension built for at
least two-thirds of the length of an unpaved street.
Job No. 12 included laying a double track in a street
paved with macadam. The new track work was repaved
with granite between the rails and in the devil strip.

The unit costs in Job No. 13 are high because this
work, which included an extension in a street paved
with Medina block, was delayed six weeks awaiting
sewer connections. Job No. 14 was largely rehabilita-
tion work in which the old track was resurfaced and
provided with new ties. The joints were repaired and
ground, and a 6-in. drain tile was laid beneath the devil
strip. Eighty-pound, A. S. C. E. rail laid on wooden

562

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 12

CLEVELAND TRACK COSTS — AUTOMATIC DUMP CAR IN TILTED
POSITION

ties with 12 in. of crushed stone ballast was the type of
construction used in connection with Job No. 15, the
cost of excavation being relatively high because this
track was built on a private right-of-way where the
grading consisted of cuts and fills. The total cost of
Job No. 16 is comparatively high because it involved
little more than 500 ft. of track and it was necessary to
do all the work during the night. In Job No. 17 all
the excavation was done with a Thew automatic shovel,
and the street, in some places, was lowered as much as
3 ft. In connection with this particular job a credit of
13 cents per foot should be deducted for excavating out-
side of the track allowance, which should have been
done by the contractor.

Tracks formerly paved with brick were repaved with
granite and the sides of the street were paved with
brick in Job No. 18. This, of course, included the neces-
sary material and labor for tearing up and rebuilding
the new pavement. In Job No. 19 an old track paved
with Medina stone was replaced with new track paved
with granite block, and a drain tile was laid beneath the
devil strip. The special features of Job No. 20 are the
same as those for Job No. 18, namely, that a track orig-
inally paved with brick was repaved with granite block.
Job No. 21 included a single track laid in a double-track
street. In this job a drain was also provided, and it
was necessary to pave the full width of the devil strip
with granite concrete. Job No. 22 is the same as Job
No. 19. The high cost of Job No. 23 is due to the fact
that it was only 185 ft. long and all the work had to be
done at night.

An especially low unit cost per foot is recorded
against Job No. 24. It consisted of 80-lb. A. S. C. E.
rail laid on oak ties spaced at 24-in. centers. The ex-

CLEVELAND TRACK COSTS — PNEUMATIC RIVETER INSTALLING A
CLARK JOINT

cavating is one of the largest single cost items, and it
consisted of digging a trench in a dirt road beside a
brick pavement. The ties were tamped with cinders
and a space 4 ft. wide outside of the rail was filled with
crushed stone and slag. The labor cost in Job No. 25 is
high because the work was done in the congested busi-
ness district where one track was laid in a double-track
street. This work also included repaying the devil strip
and placing a drain beneath it.

Job No. 26 included the removal of a temporary track
and relaying new track over a sewer. In this instance
the devil strip was paved by the city and the tracks
were paved by the railway company which was after-
wards reimbursed by the city. The track construction
in Job No. 27 differed from the standard in that the
rails were laid on wooden ties with 7 in. of crushed
stone grouted beneath them. The old pavement was
replaced with redressed Medina block and a tar filler.
Job No. 28 was laid through an unpaved street which
made the cost of excavation relatively high.

Job No. 29 differed from the standard in that a double
track was laid in a street with a sheet asphalt pave-
ment between the track and the curb. The pavement in
one track was entirely of granite block and that in
the other track included three different types of pave-
ments laid for experimental purposes. One-third of this
track was paved with granite block, one-third with as-
phalt block and the remaining one-third with granite
concrete. Standard track construction was adopted for
Job No. 30, which consisted of a new extension through
a brick-paved street. In Job No. 32 a single track was
laid beside one already in place to form a double track.
This work included laying the drain tile and paving the
devil strip. Job No. 33 was the same as Job No. 3.

CLEVELAND TRACK COSTS — PAVEMENT ROOTER IN OPERATION

CLEVELAND TRACK CCSTS — SURFACING JOINTS WITH GRINDER

March 18, 1916]

ELECTRIC RAILWAY JOURNAL

563

Wisconsin Association Meets

New Utility Legislation and Regulation of Security
Issues Are Topics Which Were Discussed at
Opening Session

NEW utility legislation and commission regulation of
utility security issues were the two most important
topics discussed at the opening session of the eighth an-
nual convention of the Wisconsin Electrical Association,
held in Milwaukee on March 16 and 17. More than 130
railway and supply men attended. President M. C.
Ewing, manager Wisconsin Valley Electric Company,
Wausau, Wis., presided. His annual address was re-
ferred to a committee for recommendations. The re-
port of George Allison, secretary-treasurer, showed that
the total receipts during the year were $5,113, with ex-
penditures of $4,518, leaving a balance of $595. This
report was referred to an auditing committee, which was
also requested to report on the question of paying the
secretary a salary.

J. B. Sanborn, whose address will appear in a later
issue, then reviewed the State legislation during the last
session. Answering an inquiry from F. W. Walker,
general manager Milwaukee Northern Railway, Mr.
Sanborn stated that in his opinion the law regulating
jitneys did not apply to those competing with interur-
ban railways. He did believe, however, that the laws of
the various cities through which this class of jitneys
operated, governed them. He felt that if the law ap-
plied only to jitney competition with street railways, it
should be amended to protect all electric railways. Presi-
dent Ewing called attention to the provisions of one of
the new laws which made it necessary for a contractor
to obtain a permit and pay the cost of disturbing the
property of a utility, while the city had the right to dis-
turb any and all utility property without permission or
reimbursement of the utility for the extra expense in-
curred.

Harold L. Geisse, secretary Railroad Commission of
Wisconsin, then discussed the attitude of this commis-
sion on security issues. F. W. Walker, Milwaukee
Northern Railway, opened the discussion by inquiring
about the right of utilities to defer dividends and divert
them into betterments and later make up for them from
the proceeds of securities issued on these betterments.
Mr. Geisse believed that this practice was within the
law. Mr. Walker then said that he did not believe the
present method of regulating security issues by commis-
sions was just, for it allowed only a 75 per cent bond
issue, and the remainder of the funds to pay for a prop-
erty must be secured from stock issues. He believed
that in view of the commission's authority to pass on
security issues it should insist that the security-issuance
value be the rate-making value. Mr. Walker also be-
lieved that, although the day of exploitation had passed
in Wisconsin because no profit was allowed for exploit-
ing purposes, exploitation was highly desirable in de-
veloping any business. Since the commission had no
power to reimburse the failures, it should not limit the
profit of the successes. The policy of the commission
and the State should be to stimulate the extension of
electric railways and power lines, to regulate them like
banks and not limit their net earnings to 6V2 per cent.

In rebuttal Mr. Geisse said that while security issues
might form a rate-making basis in some cases, they
would not in all, as in the case of competitive local utili-
ties which later consolidated and reissued securities.
The policy of the commission in regulating security is-
sues had not retarded electric railway extensions. In
fact, three companies authorized to issue securities for
construction could not sell them to the public. Mr.

Geisse believing that electric railway development had
ceased because the operating ratio had increased
through higher labor and material costs.

T. E. Lyons, member Wisconsin Tax Commission,
closed the program for Thursday with an address ex-
plaining the tax methods in Wisconsin and the reasons
why taxes have increased annually. On Thursday eve-
ning the annual banquet of the Electric Association and
the Wisconsin Gas Association was held. L. J. Beau-
champ, a famous Chautauqua lecturer, was the principal
speaker.

Electrolytic Corrosion with Infrequently
Reversed and Alternating Currents

Experts from the Bureau of Standards Present the
Results of Investigations Showing the Electrolytic
Corrosion Produced by Currents Reversed at
Intervals of Different Lengths

AT a joint meeting of the American Institute of
Electrical Engineers and the New York Section of
the American Electrochemical Society held in New York
on March 10, Burton McCollum and G. H. Ahlborn, of
the National Bureau of Standards, presented a paper
dealing with the subject of alternating current elec-
trolysis. The researches covered by the paper included
alternating currents of long period, such as are very
common on portions of underground pipe systems of
practically every city, due to the continual shifting of
railway loads which causes the pipes within the large
area, commonly called the neutral zone, to continually
change their polarity with respect to the earth. The
authors point out that alternation of current occurs not
only in the ordinary negative systems of railways, but
also to a greater extent and in a much larger territory
in the case of negative return systems in which in-
sulated negative feeders are used. In the latter case
the potential differences between pipes and tracks can
be greatly reduced, but this is accompanied by large
increases in the area of the so-called neutral zone in
which the polarity of the pipes is continually changing
from positive to negative. With such types of three-
wire systems which are now being seriously considered
in some places for the prevention of electrolysis, there
will also be large areas in which the polarity of the
pipes will fluctuate between small positive and negative
values. It has also been proposed that with the usual
type of return the trolley be made alternately positive
and negative on succeeding days in a week. In view of
all these conditions, the authors have considered it to
be of great practical importance to determine the ex-
tent to which the periodically reversed currents of
these long periods will produce corrosion on subsurface
metallic structures.

From the electric railway standpoint, the most im-
portant conclusions reached by the authors, after very
elaborate tests, were as follows:

The coefficient of corrosion of lead, under the soil con-
ditions described by the authors, when subjected to the
action of direct current, was found to be only about 25
per cent of the theoretical value. This indicates that
under the conditions of these tests, and probably under
most soil conditions, the corrosion of lead is very con-
siderably less than it was formerly considered to be.

The corrosion of lead reaches practically the maxi-
mum value with a frequency of reversal lying between
one day and one week, while the corrosion of iron does
not reach the maximum value until the period of the
cycle is considerably in excess of two weeks.

In the scHcalled neutral zone of street railway net-
works where the pipes continually reverse in polarity,

564

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 12

the damage is much less than would be expected from
a consideration of the arithmetical average of the cur-
rent discharged from the pipes into the earth. Where
pipes are alternately positive and negative with periods
not exceeding ten or fifteen minutes, the algebraic sum
of the current discharged is more nearly a correct index
of the total damage that will result than any other
figure that can readily be obtained.

The reduction in corrosion due to periodically re-
versed currents appears to be due to the fact that the
corrosive process is in a large degree reversible, so that
the metal corroded during the half cycle when current
is being discharged is in a large measure redeposited
during the succeeding half cycle when the current flows
toward the metal. This redeposited metal may not be
of much value mechanically, but it serves as an anode
surface during the next succeeding half cycle, and thus
protects the uncorroded metal beneath.

Reducing Insurance Rates on Un-
sprinklered Property-
Removal of Refuse and Waste Material and Installa-
tion of Fire-Fighting Apparatus Effect a 40 Per
Cent Reduction in the Insurance Rate

AN intended increase in fire insurance rates was
turned into a 36 per cent decrease by the Columbus
Railway, Power & Light Company, Columbus, Ohio, by
expending $10,000 in cleaning up the property. A rate
of 75 cents per $100 of insurable p-roperty had been
charged, and the warning that the rate was about to
be increased caused the management to request the
assistance of the Ohio Inspection Bureau to ascertain
what could be done not only to maintain the existing
rate but to obtain a substantial reduction. After a
thorough examination of the property, a plan for re-
ducing fire hazards was outlined which the company
followed to the letter. All refuse and combustible waste
material were removed, standard hose equipments,
hydrants, fire extinguishers, fire and sand buckets were
installed, and fire doors and walls were provided in
several buildings. Wire glass was substituted for the
ordinary glass in the skylights, and it was also neces-
sary to rewire a number of the carhouses to meet the
requirements of the Underwriters' code.

Aside from the changes in the buildings, metal lockers
for the employees' clothing were provided in the various
carhouses and shops, and a fireproof garage was built
for the company's automobiles. Rigid instructions were
issued to those in charge that the company's buildings
must be kept clean at all times. In order to insure this
result the management arranged for four surprise in-
spections a year. In addition a fire inspector examines
the property for defects each month. A Western Union
fire alarm system was also installed in the different
buildings, and a watchman's service requiring daily re-
ports was also provided. The effect of these changes
was to reduce the rate from 75 cents to 46 cents per
$100 of insurable property. This plan of reducing fire
hazards, rather than protecting them by installing a
sprinkler system, was adopted because some of the com-
pany's property was so old that such a system would
have to be scrapped in a short time. On the other hand,
the company contemplated rebuilding a number of these
structures in the near future, at which time a complete
sprinkler system will be installed and a further reduc-
tion in the rate will be requested.

Electric Railway Section of National
Safety Council

New Section Has Grown from Thirty-five to Sixty
Members — Distribution of Bulletins and Other
Safety Matter to Member Companies

THE membership of the electric railway section of
the National Safety Council has now grown from
thirty-five members, when the section was organized
last October, to about sixty members, and reports from
the membership campaign indicate a further substan-
tial increase in the near future. The new membership
is well distributed throughout the country and includes
such companies as the Bay State Street Railway of Bos-
ton and the Pittsburgh Railways.

The electric railway section has begun a weekly dis-
tribution to its members of special bulletins dealing
with the particular hazards of the electric railway in-
dustry in addition to the regular bulletins which have
been an important feature of the work of the council.
In addition to these bulletins a number of special dis-
tributions have been made to electric railway members,
such as the 1916 safety calendar of the Brooklyn Rapid
Transit Company, safety blotters distributed by the
Chicago & Joliet Electric Railway, and copies of ad-
vertisements developed by the Beaver Valley Traction
Company in a campaign to enlist the co-operation of
the public.

The special weekly bulletins of the electric railway
section deal with particular operating hazards such as
those involved in car collisions, car and vehicle col-
lisions, boarding and alighting accidents and cars strik-
ing persons. One appears below:

Eleotrle EaUway Serlo« BuU«tln t-i

Bulletins Are Read by 2,500,000 Workmen Each Week /^■■p}
kIUP/ NATIONAL SAFETY COUNCIL, Chicago, lu..

That Fool

An application has been made by a mining company
in Spain to construct and operate a narrow-gage electric
railway between Conquidor and Tuertollano.

Here's a stunt a motorman meets up with every
day of his life. It is most exasperating and causes
a fellow to cuss and put flat spots on his wheels.
It results in more vehicle collisions than any other
one situation.

There is no question that the driver of this
touring car is very negligent. There is no excuse for
his turning abruptly in front of the trolley car. How-
ever, this is a frequent practice and brings home to
us the fact that, to prevent accidents, we must look
out for the other fellow.

A motorman's safest course is to take it for
granted that AUTOMOBILE DRIVERS ARE ES-
CAPED LUNATICS BENT ON SUICIDE!

READING TRANSIT AND LIGHT COMPANY, CLAIM DEPARTMENT

i Prepared By and Issued Under the Auspices of Electric Railway Section)

SAMPLE POSTER FORMING PART OF THE RECENTLY INAUGURATED
SPECIAL ELECTRIC RAILWAY SERVICE OF THE NATIONAL
SAFETY COUNCIL

March 18, 1916]

ELECTRIC RAILWAY JOURNAL

565

American Association News

Manufacturers' Association Executive Committee Outlines to Membership Important Changes in Organ-
ization— American Association Holds Important Meeting in New York — Public
Relations Committee Formulates Tangible Publicity Plans

Letter Issued by Manufacturers'
Association

A brief account was published in the last issue of this
paper of the meeting of the executive committee of the
Manufacturers' Association, which was held in New
York on March 8 and 9. The most important action
taken at that meeting was to decide about the future
activities of the association in view of the amendments
to the constitution of the American Electric Railway
Association passed in Chicago admitting manufacturers
to company memberships in that association. In addi-
tion to the members of the executive committee of the
Manufacturers' Association who were in attendance at
the meeting, Charles L. Henry and James H. McGraw
were present by invitation, and urged the manufactur-
ing companies to join the American Association as com-
pany members.

As a result of the meeting, it was decided that the
executive committee should send an official letter to all
of its members, giving the text of the amendments
adopted at Chicago, and stating that the exhibits and
convention arrangements at the 1916 convention would
be handled directly by the American Association, that
the present offices would be given up on May 1, and
that the usual yearly dues would not be collected.
Finally, it was decided to urge the members of the
Manufacturers' Association to become company mem-
bers of the American Electric Railway Association.

The letter, which is being mailed to all members of
the Manufacturers' Association the latter part of this
week, follows :

Letter Issued by Manufacturers' Association
"To All Members:

"At the mid-winter meeting of the American Electric
Railway Association held in Chicago on Feb. 4, the
parent association issued an invitation to companies,
firms or individuals engaged in the business of manu-
facturing or selling apparatus, equipment or supplies
used in electric railway operation to join and become
members of the American Electric Railway Association,
and the constitution and by-laws of that association
were amended to read as follows:

"III. The membership of this Association shall consist
of the following classes:

"(a) Company members, consisting of American urban
and interurban railway companies, or lessees, or individual
owners of urban and interurban railways, or steam rail-
ways having electrified sections, and of companies, firms or
individuals engaged in the business of manufacturing or
selling material for electric railways or otherwise, subject
to the approval of the executive committee, intimately
related to electric railway operations. Each member com-
pany shall be entitled to one vote, which shall be cast by
the properly accredited delegate.

"XIV. Company members shall pay an admission fee of
Ten Dollars ($10.00) and annual dues payable in advance
based on gross earnings from electric railway operation, or
from the business of manufacturing or selling material
for electric railways or from other electric railway opera-
tions during the preceding fiscal year of the respective
members as follows:

"In the case of American urban and interurban railway
companies, or lessees, or individual owners of urban or
interurban railways, or steam railways having electrified
sections.

Gross Receipts Annual Dues

Under $50,000 $25

-Between 50,000 and $100,000 50

Between 100,000 and 250,000 75

Between 250,000 and 500,000 125

Between 500,000 and 1,000,000 175

Between 1,000,000 and 2,000,000 225

Between 2,000,000 and 3,000,000 275

Between 3,000,000 and 4,000,000 325

Between 4,000,000 and 5,000,000 375

Between 5,000,000 and 0,000,000 425

Between 6,000,000 and 7,000,000 475

Between 7,000,000 and 8,000,000 525

Between 8,000,000 and !(,000,000 575

Between 9,000,000 and 10,000,000 650

Between 10,000,000 and over 750

In the case of all others :

Under $50,000 $25

Between 50,000 and $1,000,000 125

Between 1,000,000 and 6,000,000 325

Between 6,000,000 and 1 0,000,000 525

Over 10,000,000 750

"The executive committee shall provide the form in
which the return requisite to the computation of dues shall
be made.

"A very complete explanation of the proposed plan
was made by Charles L. Henry, president of the parent
association, in an article appearing on page 317 of the
Feb. 12 issue of the Electric Railway Journal.

"Discussion of the foregoing amendments before their
adoption indicated that the parent association intended
in no way to interfere with the activities of our associa-
tion as it exists. At that time it was thought best by
President Henry that the Manufacturers' Association
should continue to perform the functions for the 1916
convention as heretofore, and we were so notified, but
after further consideration of the subject we were in-
formed on March 8 by President Henry of the parent
association that his association had decided to handle
the convention exhibits, entertainment, etc., for 1916,
and he further stated that his present intention was to
appoint a committee to handle this convention detail
to be composed of both representatives from railway
companies and from manufacturing companies who join
under the revised by-laws.

"In the light of this position as taken by the parent
association, your executive committee has suspended all
preparation for handling exhibits, entertainment, etc.

"Inasmuch as our organization was formed primarily
to function and co-operate with the parent association
in providing the exhibition and entertainment, and,
since these two duties will be assumed this year by the
parent association with its enlarged membership, there-
fore, the Manufacturers' Association as it exists to-day
has little work to perform, and your executive com-
mittee has planned in the interest of economy to move
its headquarters on May 1 from its present offices to
less expensive quarters, the location of which will be
announced later.

"We feel that with our present balance there will be
no necessity for the collection of the usual yearly dues
of $30, bills for which have heretofore been sent out
about this time.

"The regular annual meeting of the Manufacturers'
Association will be held as in the past during conven-
tion week in the fall and consideration of our future
usefulness can be determined upon at that time.

"The condition which confronts the electric railroads
to-day is such that it calls for the unified endeavor of
all branches of the industry. Therefore, it was the
sense of your executive committee that this letter be

566

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 12

written to inform the members of the Manufacturers'
Association of the necessity for co-operation and to
indicate the benefits to be derived from membership in
the American Electric Railway Association.

"You will understand from the foregoing, of course,
that in order that you may participate in the coming
convention and exhibits, it will be necessary for your
company to become a member of the parent association,
the American Electric Railway Association.

"Very truly yours,
[Signed] Executive Committee,
"American Electric Railway Manufacturers' Association,
"By Thomas Finigan, President."

Committee on Use of Association
Standards

The committee on the use of association standards has
compiled a list of the standards and recommendations
of the Engineering Association for the use of members
of the association. This list is published herewith in
the hope that the publication may assist in furthering
the use of the standards along the line of the editorial
printed in last week's issue. The first column contains
the Engineering Manual section numbers.

Buildings and Structures

Section No.

Bm 2c Rules for instruction to employees for fire protection.

Power Distribution

Df 2b Specification for galvanizing or sherardizing on iron or
steel.

Df 3a Design of cap and cone insulators.

Df 4a Specification for overhead line material. (a) Iron and

steel fittings, (b) Wood cross-arms.
Ds lb Specification for overhead crossings of electric light and

power lines.

Ds 2b Specification for 600-volt d.c. overhead trolley construc-
tion.

Ds 4a Specification for wood poles. Part I — Chestnut poles.

Part II — Eastern white cedar poles. Part III — West-
ern white cedar poles.

Ds 5b Specification for tubular steel poles.

Ds 6a Diagram of clearances for overhead working conductors.
Dw lc Sections of grooved trolley wire.
Dw 2c Copper wire tables.

Dw 3b Specification for round and grooved high conductivity
trolley wire.

Dw 4c Specification for high voltage, three-conductor, paper in-
sulated lead covered cable.

Dw 5b Specification for single conductor, paper insulated, lead
covered cable for 1200 volts.

Dw 6b Electric wire and cable terminology.

Dw 8a Specification for rubber insulated wire and cable for
power distribution purposes.

Equipment

Eb la Brakeshoes, brakeshoe heads and keys.
Eb 4b Specificatien for air-brake hose.

Ec lb Dimensions for cars, including heights of couplers,
bumpers and platforms. Part I — Height of couplers
for city cars. Part II — Height of platforms for inter-
urban cars. Part III — Height of bumpers for city and
interurban cars.

Ec 2b Automatic couplers for interurban cars and radial draft
rigging, including M. C. B. specifications for couplers.

Ec 4a Specification for the location of end connections on in-
terurban cars engaged in the interchange of cars.

Ee 10a Taper for bore of pinions.

Et la Journal boxes.

Et 2a Journal and journal bearing keys.
Et 3a Design of axles.

Et 4a Design for tread and flange of wheel.
Et 7a D'mensions of rolled-steel wheels.

Et 9b Specification for quenched and tempered carbon steel

axles, shafts and similar forgings.
Et 10a Specification for cold-rolled steel axles.
Et lib Specification for annealed carbon steel axles, shafts and

similar forgings.

Et 12a Specification for solid wrought carbon steel wheels for

electric railway service.
Et 14a Specification for case-hardened forged steel gears.
Et 15a Specification for quenched and tempered forged carbon

steel gears.

Et 16a Specification for case-hardened forged steel pinions.
Et 17a Specification for quenched and tempered forged carbon
steel pinions.

Power Generation

Gb la Specification for lap welded and seamless boiler tubes.

Block Signals

Ss 2a Use of semaphore signals.

Ss 3a Fundamental indications in signaling.

Ss 4a Aspects in three-position signaling.

Ss 5b Light aspects in three-ncition signaling employing sig-
nals operated by contactors.

Section No.

Ss 6a Light aspects for car spacing signals operated by
contactors.

Ss 7b Use of continuous track circuits for the control of auto-
matic signals for high-speed interurban service.
Ss 14a Design of signal apparatus.

Way Matters
Location of and clearances for third-rail working con-
ductors, structures and rolling equipment.
Third-rail terminology.

Protection of contact rail where protected third-rail is

used.

Designs of proper foundation for tracks in paved streets.
Symbols for recording surveys.

Specifications for splice bars for girder and high T-rails.
Design for joint plates for 7-in. girder grooved and guard
rails.

Design for joint plates for 9-in. girder grooved and guard
rails.

Design for joint plates for 7-in. 80-lb. and 90-lb. plain

girder rails.
Drilling for standard section rails.

Recommended designs for plain girder rails for use in
paved streets. Part I — Use of plain girder rails in
paved streets. Part II — Designs of plain girder rails.
Specification for the manufacture of open-hearth girder

and high T-rails.
9-in. girder grooved rail.
7-in. girder grooved rail.
9-in. girder guard rail.
7-in. girder guard rail.

Layouts for track switches, mates and frogs.
Rules for determining gage of track on curves.
Specifications for special work.

W3d lc

W3d 2b
W3d 3a

Wf la
Wm 2 a.
Wm 3a
Wm 4b

Wm 5a

Wm 6a

Wm 7a
Wr lb

Wr 2c

Wr 3b
Wr 4 b
Wr 5a
Wr 6a
Ws la
Ws 2a
Ws 4a

American Association Executive
Committee

A meeting of the executive committee of the Ameri-
can Association was held in New York on March 10
with the following in attendance: Charles L. Henry,
president; L. S. Storrs, first vice-president; John J.
Stanley, third vice-president; E. B. Burritt, secretary-
treasurer; T. P. Kilfoyle, president Accountants' Asso-
ciation; R. E. MacDougall, acting president Claims As-
sociation; H. H. Vreeland, past-president; W. Caryl Ely,
past-president, and C. Loomis Allen, past-president.

The president was authorized to appoint such commit-
tees as seem to him proper in connection with the forth-
coming convention. A general discussion of the topics
to be considered at the convention followed.

The secretary was directed to co-operate to the full-
est degree with the Utilities Publication Committee to
secure a wide circulation of the Public Utilities Reports
Annotated. It is considered that these reports are of
the greatest value to member companies in keeping them
in touch with commission decisions.

The committee directed that copies of a letter be sent
to the executives of all member companies urging that
the men to be sent to the convention as delegates be re-
quired to attend the business sessions and to make re-
ports of attendance and such other reports as the com-
panies desire regarding the sessions and exhibits.

It was decided that in case of manufacturer company
members dues should be assessed only on the gross re-
ceipts from business in the United States, Canada and
Mexico.

Public Relations Committee

An important and resultful meeting of the public re-
lations committee of the American Association was held
in New York on March 15. Concrete plans and specific
recommendations were discussed.

A resolution was passed adopting a definite plan of
action for the education of electric railway employees
and the general public to the necessity of solving justly
in the public interest many of the acute problems now
confronting the electric railway industry. This plan
contemplates the adoption of definite methods for
making it easy and simple for all member companies to
co-operate extensively and fully. The details of the
plan as adopted were left in the hands of a sub-commit-
tee to be worked out and reported on at a later date.

MARCH 18, 1916]

ELECTRIC RAILWAY JOURNAL

567

COMMUNICATIONS

The First Company Publication

Ford, Bacon & Davis

New Orleans, La., March 10, 1916.

To the Editors :

I notice one or two letters in recent issues of the
Electric Railway Journal in regard to the publica-
tion of weekly or semi-weekly folders by electric rail-
way companies and their distribution on street cars.
I believe that the New Orleans & Carrollton Railroad
was the first company in the United States to fol-
low this practice. It was done by means of a box
placed at each window containing- possibly as many as
twenty pamphlets and the number of boxes per car cor-
responding, of course, with the number of windows.
This gave a larger circulation for the publications of
the company than the combined newspapers of the city
of New Orleans. In general this is true in any city
where this method of distribution of the company's
publications has been used. The date of the first ap-
pearance of these publications on the cars of the New
Orleans & Carrollton Railroad was about 1897.

George H. Davis.

Adequate Return on Investment

Board of Railroad Commissioners

Des Moines, Iowa, March 10, 1916.

To the Editors :

It seems to me that erroneous ideas may be gathered
from a consideration of the declining amount of new
electric railway construction in the last few years. In
every great new industry there is a long period when
the percentage of new construction is necessarily large.
When that industry becomes more established, the per-
centage of increase necessarily declines. This is true of
steam railroad construction in all European countries,
as well as in the United States. The same principle is
present in the banking industry in well-settled com-
munities, as compared to new districts. The same prin-
ciple prevails with regard to construction of telephone
lines and manufactures of all sorts. During the early
development stage the increase is more rapid than dur-
ing the later well-established condition of affairs.

There has been a slight increase in the interest rate
in the electric railway industry, but this condition will
also be found to be true as to bonds of European and
American governments before the present war com-
menced. The same thing is true as to municipal bonds
and other securities of almost all kinds.

What I suggest is simply the fact that the decline
in the rate of increased mileage and the increase in the
interest rate are not controlling on the problem of
whether adequate return is being offered as an induce-
ment for the investment of capital. On the other hand,
the decline in the new construction or the increase in
the interest rate may be at such a rate as to justify thg
conclusion that there is not an adequate inducement for
capital. In other words, there is a line beyond which
one does find evidence of declining credit. In order to
test the adequacy of railway securities as attractive to
capital, we made a rather comprehensive review of the
market prices on railway, industrial, municipal and gov-
ernment securities during a period of fifteen years. It
seems to me that no just conclusion could be arrived at
in relation to electric railway securities, as a whole,
without a similar analysis.

Clifford Thorne, Chairman.

Copper Zones in Norwich, Conn.

The Shore Line Electric Railway Company
Norwich, Conn., March 7, 1916.

To the Editors:

I have read with some interest your editorial in the
March 4 number of the Electric Railway Journal,
as well as the article by William J. Harvie.

It may interest you to know that we are now using the
copper-zone system on the 240 miles of property oper-

ISSUEDigyy; y-? 2 * •■: [ [BETWEEN! ^PI^I^fe^R
mwm i- i~i -m » I- i fi - I 'T'Tsrsi ^rsis la ia ib is lalfisiaiBisiaiaifc

s

402

Now London Dlv.

-Shore Line Elec. Ry.

I

FARE RECEIPT, NEW LONDON TO YANTIC

Station 106 to Y 134, 28 cents. Rate is fixed by main line num-
bers 106 and 134. The punch at Y 134 indicates transfer at
Norwich

ated from this office. This system was described in

your issue of Sept. 11, 1915, but at this time I want

particularly to call your attention to its application in

our city service in Norwich. The accompanying sketch

will, I think, make this perfectly clear.

We have three branch lines that we treat as single

zones and two branch lines that we treat as double

zones. This retains the nickel as the unit of fare from

f nTcrftville
& ^fFare Terminal 134
& ^/
SI

Fore Terminal 132

Greenville\

Laurel
Hill

124
126
128
130
132
134
136
138 .
CD

134

132

Y

132
134

Fare Terminal 126

LAYOUT OF LINES AT
NORWICH

Method of notching for trips
/ shown in small diagiam.

Trip 1, from station 138 to
station Y-134, notch 138 and
126 and punch 134 in line 126.

Trip 2, from station 124 to
station 134, notch 124 and 134
and punch 134 in line 134.
W, B and L indicate the ends of city

branches.

The fare from station 134 to station
Y-134 is 8 cents. Formerly it was 5
cents.

The fare from station 132 to station
Y-134 is 6 cents. Formerly it was 5

cents.

The fare from station 134 to station
130, the city center, is 5 cents.

The fare from station Y-134 to sta-
tion 130, the city center, is ii cents

The fare from W to 134 or to Y-134 is
6 cents. Formerly it was 5 cents.

the civic center to the outlying villages immediately
adjacent to Norwich, allows a transfer to and from any
point within the city limits, and exacts a payment
equivalent to 1 or 3 cents for a transfer where the ride
is extended into three or four zones.

R. W. Perkins, President.

568

ELECTRIC RAILWAY" JOURNAL

[Vol. XLVII, No. 12

EQUIPMENT AND ITS MAINTENANCE

Short Descriptions of Labor, Mechanical and Electrical Practices \
in Every Department of Electric Railroading j

Contributions from the Men in the Field Are Solicited and Will Be Paid for at Special Rates. \

I U.J

Contact for a Portable Welding
Machine

BY G. H. MCKELWAY

Line Engineer Brooklyn Rapid Transit System

In the last few years many street railways have made
considerable savings in their track maintenance costs by
building up badly worn and pounded special work and
joints by means of the Indianapolis portable welder,
which consists primarily of a bank of resistance grids
mounted on a light wagon and with connections for re-
ceiving current from the trolley wire and transmitting it
to the rod of iron which is used as one terminal of the
arc.

The chief objection which the writer has heard urged
against the use of this machine is that the heavy cur-
rent, about 180 amp., generally used in making the welds,
anneals the trolley wire even if it does not actually burn
it down.

This is an accident that will occur quite often if the
usual careless method of using merely a long pole with
an iron hook at the end connected with a wire running to
the welder is permitted. Such a contrivance was tried in
Brooklyn with very poor results. An improvement on
the hook was a regulation trolley-wire ear placed at the
end of the pole and used with an inclined sheet metal
guide which permitted quick placing of the ear on the
wire with the latter in the groove of the former. This
gave more contact surface than the hook but still not
enough for safe operation. The next plan was to make
the contact of two or more pieces of spring copper shaped
so as to fit tightly around the wire when pulled down over
it by means of the pole. There was no trouble with the
contact obtained by this device, in fact, the great trouble

WELDING MACHINE AND CONTACT MAKING DEVICE

with-it was that the contact was too good and there was
great difficulty in removing it quickly from the wire in
order to let cars pass. If the spring of the copper was
weakened sufficiently to allow of easy removal from the
wire the contact was not good enough and the wire
slipped up too far between the leaves.

The present contact was devised by E. L. Matthews,
engineer of surface lines, and is working very satisfac-
torily. Three views of this contact, two of the contact
alone and one of it in use with the welder, are shown in
the accompanying illustrations. As will be seen, the con-
tact is made from a sheet of copper shaped so that its
upper surface presents a groove in which the trolley wire
rests while the trolley wheels run on the bottom of the
pan, which is supplied with flanges so as to prevent the
wheels getting out of line while crossing the contact and
then not taking the wire properly at the end.

A long bamboo pole supports a horizontal arm to which
the contact is attached at about the height of the trolley
wire under normal conditions, and a spring running be-
tween the pole and the arm insures that the contact will
not only reach the trolley wire under all conditions but
will also make good contact with it. The current re-
quired for the operation of the welder is led from the
trolley wire to the resistance grids through a wire
fastened at intervals to both the arm and the vertical
pole. Careful observation of this contact when in oper-
ation has shown no tendency for it to either injure the
wire or throw the trolley wheels from the wire. Thus
there is no necessity for removing it from the wire
when cars are passing and therefore the work is less
frequently interfered with than it would be with the
other plans mentioned.

COPPER PAN FOR ELECTRIC WELDING DEVICE

March 18, 1916]

ELECTRIC RAILWAY JOURNAL

569

Steel Siding Substituted for Wood
Stiffens Car

BY H. H. BUCHMANN

Master Mechanic Indianapolis, Columbus & Southern Traction
Company, Greenwood, Ind.

Difficulty in obtaining good-quality poplar siding and
the necessity for stiffening the old wooden framing of a
number of interurban cars resulted in the mechanical
department of the Indianapolis, Columbus & Southern
Traction Company, Greenwood, Ind., substituting steel
siding for wood. This change was made in remodeling
a number of old wooden-frame cars that had been in
service ten or twelve years. The poplar beaded siding
had become so badly damaged that it was unsightly,
and a No. 14 gage sheet steel was placed over it and
fastened with screws. The sizes of the steel sheets, as
well as the length and spacing of the screws, were care-
fully selected so that all screws would penetrate the
oak framing. This made the steel serve to reinforce
the car sides and thus eliminated the weaving which had
developed from long years of service.

Before placing the sheet steel siding it was carefully
sanded and primed on the side that came in contact with

VIEW OF COMPLETED CAR WITH SHEET STEEL SIDING

the wood. All plates were made of a standard size
and drilled to templates so that the various pieces were
interchangeable. After the steel siding had been
fastened in place, a 1.8-in. x 2-in. belt rail, continuous
from corner post to corner post, was placed over it.
This was fastened with two rows of screws, one of
which penetrated the old belt rail and the other passed
through the steel siding to the belt rail. Vertical bat-
tens, Vs-in. x 3y2-in. in size at the joints in the siding,
butt against this steel belt rail and are held in place
with two rows of screws which also pass through the
steel siding. Two rows of screws varying in length
from 2V2 in. to 3 in. secure the siding to the sills. All
the screws used were No. 14 round head, blue, and after
they had been put in place the slots were fitted with
putty so that the screws would look like rivets. In the
old underframes V2-in. round tie rods extended be-
tween the side plates and the sills at the panel posts,
and three more tie rods were added on each side of the
car.

In connection with the reconstruction work, it is in-
teresting to note that the bodies were placed on horses
with jacks under the center of each side sill to give a
1%-in. camber. While in this position the tie rods were
tightened and the steel siding was put in place. When
this work was completed the jacks were let down until
the entire car-body load was supported on the framing.
All adjustments in the framing were taken up when
the camber in the sills was reduced to 1 in. In addi-
tion to the siding, 6-in. I-beams were placed below the
body framing at the points were the truss-rod struts
rested against the sills. These needle beams were

securely bolted to the underframe and to the struts, and
greatly increased the transverse stiffness of the body.
The steel increased the weight of these cars approxi-
mately 950 lb., but this was reduced to approximately
500 lb. net by the elimination of useless metal in the
remodeled trucks.

When these cars were restored to service it was
found that weaving in the body framing had been en-
tirely eliminated, and, at the same time, the body
offered much greater resistance to torsional strains.
One of these remodeled cars is shown in the accompany-
ing illustration.

Why Trolley Wire Wears Out

BY S. L. FOSTER

Chief Electrician United Railroads of San Francisco

With the price of new unmanufactured copper climb-
ing rapidly toward 30 cents per pound a brief discus-
sion of the causes of trolley-wire wear seems in order
considering that the consumption of this metal in the
shape of trolley wire alone costs the electric railway
companies a very considerable sum now.

Although the difference between the price per pound
of new trolley wire and that of the old wire considered
as scrap may be assumed to be constant, when new cop-
per in the shape of trolley wire costs 30 cents per pound
electric railway companies will be paying about 40 per
cent more per pound net for their wire than when it
costs 20 cents, because the old trolley wire taken down
weighs only about half as much as the new wire used
to replace it.

With a wheel rolling without appreciable friction un-
der a trolley wire one would not expect much wear to re-
sult. The reasons that wear does result and very rapid
wear, too, are several. In the Journal for Jan. 22,
1916, page 174, appeared an admirable explanation of
how the pin friction in the purely up-and-down motion
of the trolley base increases the wear on the trolley
wire. This has long been understood in a general way.
To avoid the trolley wire abrasion effects of this pin
friction all overhead men aim to install the trolley wire
at as nearly an absolutely uniform height as possible,
and to maintain it as nearly level as they can by pulling
it up and maintaining it at its maximum safe tension.

The trolley-base pin friction is, however, not the only
cause of the trolley wire wear. For instance, there are
the long-lived trolley wheel craze, the sluggish-acting re-
triever, insufficient contact pressure between trolley
wheel and trolley wire, excessive contact pressure be-
tween trolley wheel and harp spring, the unlubricated
vertical trolley-base shaft bearing, trolley wheels of un-
suitable sizes, track rails out of level, the original ele-
vation lost in the outer rail of track curves, lack of
co-ordination between track and line departments, and
lack of adaptation of curve trolley wire to car equip-
ment, track- curvature and elevation.

Wheel Mileage. — Mileage records for trolley wheels
are a hobby with some car maintenance men. Tool-steel
wheels, cast-iron wheels, "tempered" copper wheels and
steel-flanged wheels are tried in the effort to get greater
mileage, while in many cases the destruction of copper
in the trolley wire undoubtedly far exceeds not only any
possible saving in cost of trolley wheels but exceeds the
total cost of all the wheels used. When one considers
that in three consecutive years the total gross cost of
trolley wire bought for purely maintenance purposes on
one road averaged seven times that of the gross cost
of all the trolley wheels on the system it is seen how
relatively unimportant small trolley wheel savings are.
Nearly the full weight is recovered as scrap when the
trolley wheel is condemned for further use, whereas

570

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 12

not much more than 50 per cent of the trolley wire is
left when it is finally taken down.

In the d.c. arc lamp the positive carbon burns away
just twice as fast as the negative one. When one notes
the characteristic green color or volatilized copper in
the arc at the trolley wheel of a passing car at night it
is easy to understand why the trolley wire wastes away.

It would seem wiser to expend effort in keeping the
annual cost for maintenance of trolley wire plus the
cost for maintenance of trolley wheels a minimum,
rather than to try, as at present, to get record mileage
from the wheels and stolidly continue to replace the
seven times more costly trolley wire as it wears out.

The use of ordinary brass trolley wheels with no at-
tention to mileage would probably help out an electric
railway company's net earnings better than efforts to
get record mileage from wheels with no attention to
the trolley-wire wear.

The Retriever. — The retriever was hailed by all elec-
tric railway men as an advance in the art — a mechanical
device that was almost human, that reeled in the trolley
rope when it was slack, thus preventing it from catch-
ing on sundry protuberances about the car, and paid it
out when needed to round a curve or to let the wheel
follow the 22-ft. wire over a steam railroad crossing.
Unfortunately it does not always do these things.
Either the strength of the spring varies or the work to
be done varies, giving un-uniform results. The re-
triever tension required to wind up, or the reluctance
to pay out, varies greatly, depending on whether the
trolley rope is new or is old, or is wet or dry. Some-
times it will not pay out at all and before the car can
proceed the rope has to be cut out of the retriever. As
trolley wire is not strung exactly level, but more or less
in festoons, this sluggishness of the retrievers causes
increased pressure between trolley wheel and trolley
wire between span wires, and reduced pressure at the
spans. This reduced pressure at the ears conduces to
increasing the arc at this point and, as the safe life of
trolley wire chiefly depends on its condition at the ears,
the use of retrievers undoubtedly increases the trolley
wire cost per car-mile whatever it may save in other
ways.

That some retrievers tend to pull the poles off at the
frogs and even in the curves, and therefore tend to
excessive wear of the curve wire is shown by the many
wise conductors who are seen to pull slack rope out of
their retrievers upon approaching such points and to
hold it out until the location is passed so that the wheel
will be free to adapt itself to the overhead conditions
as it was expected to do by the linemen. The vagaries
of these retrievers justify careful watching and main-
tenance of uniform pull.

Insufficiency of Contact Betiveen Wheel and Wire. —
A "4-in." wheel is used in much city work. Such a
wheel is about 2% in. in diameter where the trolley wire
bears upon it. To roll along the wire at 10 m.p.h. such
a wheel would have to revolve at more than 1200 r.p.m.
At 20 m.p.h. it would have to turn more than 2400 times
each minute. If it lagged a particle behind the theo-
retical rotative speed it would be practically sliding
along the trolley wire. What takes place when one
metal slides on another with an electric current pass-
ing is known to anyone familiar with the old copper
brushes on the dynamo commutator. If the sparking
was not checked in time the "cutting" and resultant de-
struction of brushes and commutator bars was very
rapid and extensive.

If the pressure between the trolley wheel and the trol-
ley wire is not sufficient to keep the wheel rolling, or if
the pressure between harp contact and wheel hub acts
enough as a brake on the wheel's revolution, or if the

retriever's downward pull offsets the upward push of
the base springs sufficiently to prevent this theoretical
rolling of the wheel, the wheel will slide. That they
do slide is proved by the "flats" found on many of them.
When these flat wheels slide they increase the wear
unnecessarily, and by bouncing up and down due to
their lack of circularity they increase the arcing and
burning of the wire.

The logical remedy for this sliding is to take better
care of the conditions that cause it and to try to pre-
vent the sliding while retaining the 4-in. wheel. An-
other and popular cure is to increase the size of the
wheel to 5 in., 6 in. or even 8 in. on suburban trains.
This latter move is probably the cheaper one although
it involves two penalties. The extra weight in wheel
and harp renders extra strength in the base springs
necessary, and the extra weight at the end of the trol-
ley pole adds to the inertia of this top hammer, and
not only causes the wheel to leave the overhead frogs
more readily at curves, but does more damage to the
overhead construction when it does come off.

Excessive contact pressure between wheel and wire
will be more likely than deficient pressure to conduce to
minimum trolley-wire wear. Thirty pounds net up-
ward pressure between wheel and wire for heavy city
cars is generally considered reasonable. All trolley
ropes should be tested with a spring balance or a fixed
weight at least once a month to see that this pressure
is maintained, as steel springs suffer from "fatigue"
and change considerably with age.

Unlubricated Base Shafts. — The latest trolley bases
are equipped with roller or ball bearings. Such bases
turn readily and permit the trolley wheel to adapt itself
to the trolley wire on curves. Many companies still re-
tain some of the older types of bases in which the mov-
ing element rotates on a vertical shaft. If this shaft
is not kept well lubricated the trolley wheel is prevented
from following the curve wire as freely as it should.
The wheel not only scrapes the wire savagely but comes-
off at the trailing frogs and sometimes even in the
curve itself. This insufficiency of lubrication of the
base shaft is mostly to be watched for during rainy
weather, when the lubricant is washed off by the rain.
Renewal of trolley wire in curves is the most expensive
kind of trolley "repair work per foot, considering both
labor and material.

Track Out of Level. — The rules for locating the trol-
ley wire over curves in accordance with the elevation of
the outer rail apply equally rigidly to the straight
track, although seldom or never so applied. If one rail
is lower than the other, the car sags to the lower side
and the trolley wheel scrapes on the trolley wire located,
as usual, over the center of the straight track. On old
unballasted lines unlevel track may very considerably
shorten the useful life of trolley wire for, like a chain
whose strength depends on its weakest link, if several
thin places are found in a stretch of trolley wire much
quite serviceable wire has often to be taken down for
safety in order to get out the bad spots.

Reduced Elevation. — Engineers carefully calculate
the correct elevation for the outer rail on curves of
high-speed lines and, with standard gage and 19-ft.
trolley, linemen locate their trolley wire 4 in. toward
the center of the curve for each inch of elevation. The
track foreman then permits, or circumstances beyond
his control cause, this rail elevation to subside. For
every inch it goes down the trolley wire is left 4 in. out
of its correct position. The trolley wheels scrape, and
sometimes they leave the wire. Usually the overhead
construction receives all the blame for the interruption
to service. With a meandering right-of-way, full of
curves, this neglect to maintain correct outer rail ele-

March 18, 1916]

ELECTRIC RAILWAY JOURNAL

571

vations at all times greatly shortens the life of the
trolley wire.

Lack of Co-ordination. — It sometimes happens on a
large system that in the march of improvement the cen-
ters on a stretch of straight track are changed, leaving
one or both trolley wires slightly off their correct loca-
tion and the linemen are not informed of the conditions.
Again, a curve may be changed from a circular to a
parabolic form, and again the trolley wire is left out
of place. The trolley wheels somehow get around the
curve and the change may not be noticed by the line-
men for a long time, until it is brought to their atten-
tion by the unusually rapid wear at that point.

Obviously the line department should be kept in-
formed of all changes of track location, however small,
as otherwise their existence may greatly increase the
wear of the trolley wire 'at the points where the changes
are made.

Curve Location. — As has been shown, the proper lo-
cation for the trolley wire on curves, in order to secure
the minimum of wear for the trolley wire, is a func-
tion of nine variables, five of the car equipment, one of
the wire and three of the track. If a whole railway
system were equipped with absolutely similar cars
there would exist the ideal conditions for the linemen
in locating the trolley curves. As such conditions are
seldom or never met, the curves have to be located to
suit as nearly as possible the numerous types of cars
that pass by their location. The best that the men can
do is a compromise, poor at the best. The conditions
are rendered more difficult and more extravagant of
trolley wire when every new lot of cars put in service
involves a change in some of the variables, roof height,
pole-base location, truck centers, wheelbase of trucks,
etc.

Finally, it should be kept in mind that the wages of
linemen when working and their compensation when
injured are usually nearly twice as large as those of
trackmen or carhousemen. Therefore anything that

tends to reduce the time required for the company's
linework counts far more than savings in housemen's
or trackmen's time.

Such subjects as soldered versus clinch ears, soft
versus hard overhead construction, short versus long
ears, etc., as affecting trolley wire wear have not been
referred to in this article. It has been assumed that
these subjects are well understood and that the line-
men apply their knowledge in the most efficient manner.

Low- Side Automatically-Controlled
Dump Car

A light-weight, all-steel, low-side, electrically-con-
trolled, 18-cu. yd. dump car with other unusual features
incorporated to facilitate the handling of loose materials
has just been put on the market by the Differential Car
Company, Inc., Nashville, Tenn., and 141 Broadway,
New York. The "Differential Electric Dumping Car,"
which is the trade name of this equipment, was in-
vented by H. Fort Flowers, president and general man-
ager of the Differential Car Company, Inc. The car
shown in the accompanying illustrations is one pur-
chased by the East Liverpool (Ohio) Traction & Light
Company, and it is used in transporting coal from one
of the company's mines to its power plant. This par-
ticular car weighs 46,000 lb. equipped with four 50-hp.
motors, and the body is divided into three sections
which hold about 6 cu. yd. of material each. The car
is 39 ft. 6 in. long over the end sills, 8 ft. 2 in. wide
over all, and the sides are 5 ft. 4 in. above the top of
the rail. This height is low for cars of this kind and
it greatly facilitates loading by hand.

Undoubtedly the greatest claim for this car, aside
from its low height, is that the body may be shifted
to either side so that material may be dumped clear of
the track trench. The normal and dumping positions
of the body are shown in the cross-section of the car.
This feature is important because it saves recasting ma-
terial from the trench, and in the
experience of the Cleveland Railway
Company's way department dumping
material clear of the trench saves
$21 per train of three cars per day.
Moreover, this car should reduce the
cost of loading by hand, in that the
sides are only 5 ft.
4 in. above the top
of the rail. This
height can be fur-
ther reduced by re-
leasing the latches
on the side doors,
which makes the
height of the car
floor 3 ft. 6 in.
above the rail, and

CROSS-SECTION OF CAR BODY SHOWING EXTREME DUMPING POSITION

572

ELECTRIC RAILWAY JOURNAL

[Vol, XLVII. No. 12

VIEW OF CAR IN DUMPING POSITION

VIEW OF CAR WITH BODY IN NORMAL POSITION

material may be loaded as easily as though it was
a flat car. Still another reduction in the loading
height may be obtained by tilting the body to a dumped
position with the sides latched. This makes the height
of the sides only 2 ft. 6 in. above the top of rail.

Another important feature in the construction of this
car is that it weighs only 46,000 lb. complete and ready
for service, although it is of all-steel construction. Es-
sentially the car consists of an under or supporting
frame to which the trucks are attached and an 18-yd.
body mounted on this frame so that it may be moved
sidewise by a motor-driven dumping mechanism. The
mechanical features are unique, and no part of the
dumping mechanism is exposed when the car body is
in the normal or central position. The dumping mech-
anism is so arranged that the body when either loaded
or empty automatically balances in all positions. The
body can be loaded while tilted and then revolved and
moved to the normal position for transporting it over
the line.

Movement to the side permits this car to dump ma-
terial at about 6 ft. 6 in. from the center line of the
track. Shifting the body to either side on the under-
frame automatically releases the side doors when it
assumes a tilted position of about 40 deg. from the
horizontal. All movement of the body is controlled by
the motor through a set of cables and gears. The body
is stopped automatically when it has moved the maxi-
mum distance to either side, where it assumes a 45-deg.
tilted position. As the body is restored to the hori-
zontal position the side doors are automatically latched
and held tight to the sides of the car by a toggle door-
latch mechanism. This is operated from the end plat-
forms and the side doors may be opened all at one time
or separately. The control of the dumping mechanism

is so arranged that the motorman can discharge the en-
tire load while his car moves along the track. In the
normal or central position the body is automatically
locked so that it is secure for transportation.

Three of these cars have been purchased by the way
department of the Cleveland (Ohio) Railway and, as
previously mentioned, one has been purchased by the
East Liverpool Traction & Light Company. The Third
Avenue Railway, New York City, and the New York
State Railways, Rochester, N. Y., have also purchased
some of these differential electric dump cars.

Grinding Practices of the Connecticut
Company

The accompanying illustration is somewhat unusual
in showing the entire line of equipment which is
used by The Connecticut Company to build up and
regrind cupped joints. At the extreme left is the In-
dianapolis welder, then is shown the Seymour wheel
grinder, and finally the reciprocating grinder of the
Railway Track Work Company. The Connecticut Com-
pany finds that the best results are obtained by using
the two types of grinders for different parts of the job.
With the Seymour grinder the heavy preliminary grind-
ing is done. This grinder works very rapidly and is
easy to maintain, but demands care to avoid over-
grinding. On the other hand, the reciprocating grinder
can be used to put the finishing touches on a job even
when handled by men of little experience. Further,
because of the fine gradation of work which the recipro-
cating grinder permits, it is also used to remove in-
equalities at the junctions of new rail and to grind out
incipient corrugations.

CONNECTICUT COMPANY'S EQUIPMENT FOR BUILDING UP AND REGRINDING CUPPED JOINTS

March 18, 1916]

ELECTRIC RAILWAY JOURNAL

573

A Gentle Hint Eliminates Useless
Weight

In conspicuous locations in the blacksmith, machine
and carpenter shops of the West Penn Railways at Con-
nellsville, Pa., are displayed posters printed in large
type which read as follows : "It costs 5 cents per pound
each year to haul unnecessary weight in cars. If cap-
italized this equals $1 per pound as the premium on
keeping down weight. Trim off every pound of extra
weight on all parts of the equipment unless it is abso-
lutely necessary for strength and safety. (Signed)
Daniel Durie, Master Mechanic." This gentle hint to
the various shop employees obtained their hearty co-
operation. Aside from the elimination of useless weight
in various car parts, changes in design were suggested
which accomplished the same end. On one particular
type of car which was being constructed in these shops,
the elimination of useless material reduced the weight
approximately 4000 lb.

An Improved Retriever

To improve still further the operating advantages of
the Earll retriever and to make its maintenance neg-
ligible, C. I. Earll, New York, has brought out Types 4-A
and 5-A. Earll retrievers have been installed by thou-
sands during the past fifteen years so that the new
types are the outcome of a highly specialized experience.

Type 4-A is a retriever for city cars which weighs
but little more than a catcher and costs no more to
maintain. Its higher first cost is trifling compared with
its greater ability to prevent damage. It is recom-
mended in preference to catchers for city service where
running speeds exceed 15 m.p.h.

Types 4-A and 5-A differ only in that the first has
no emergency release. Otherwise the two styles have
their working parts interchangeable, including the
socket, an advantageous feature on combined city and
interurban systems.

The main features of Earll retrievers are:

Quick positive operation. The retrieving action is
certain. Instead of one, two or four teeth in the back
this retriever has twelve, so that the drum cannot turn
more than one-twelfth of a revolution after the cen-
trifugal pawl has swung out before retrieving begins.

Ratchet winding. To rewind the retrieving spring of
any retriever after the pole has been pulled down it is

/l

/

1

winding

L— — —

"'Com

Iff
Iff .
iff 0

2 4 6 6 10 12 14 76 16 20
Turns

CURVES SHOWING FORCE EXERTED BY ORDINARY SPRING AND
NEW FREE-WINDING SPRING

necessary to pull out the rope. With the Earll retriever
it is not necessary to do this by one long continuous
pull, to which conductors so much object and which
makes it dangerous, if not impossible, to rewind the re-
triever while the car is in motion. With this retriever
the rewinding may be accomplished by ratcheting or re-

ciprocating the rope in and out, in as long or short
strokes as convenient.

The emergency release. The emergency release makes
it possible under any conditions to withdraw rope and
run up the trolley pole at any speed. If a car should
become stalled on a steam road crossing with the pole
down, the pole could be run up to the wire instantly.
By means of the emergency release the conductor can, by
merely holding the release lever down, run up the trolley
to the wire as fast as he chooses. Even if the operating
mechanism should get out of order, the emergency re-

CROSS-SECTION OF NO. 4-A RETRIEVER

lease is always available to run the pole up to the wire.
It is never necessary to cut the rope where this retriever
is used.

The emergency release consists merely of a loose
ratchet ring in the back, normally held by the release
lever but capable of being released when the lever is
depressed. The teeth in the ratchet ring take the place
of and perform the same function as the teeth which
are cast solid in the back where this feature is not used.

The emergency release is also a great convenience in
handling the retrievers in the shop. When a retriever
has to be overhauled it is both safer and quicker to trip
the retriever by a sharp jerk on the rope and then to
withdraw the rope without rewinding the retrieving
spring, by means of the emergency release, before tak-
ing the retriever from the car. The emergency release
also makes it unnecessary to send a man to the roof of
the car to detach the rope from the pole when the re-
triever has to be sent to the shop.

Improvements. The teeth on the drum have been
made larger and stronger, their wearing surfaces hav-
ing been increased 50 per cent. The rear web of the
drum is now cast integral with the drum, thereby
making it impossible for it to slip out of place and thus
interfere with the proper action of the controller. The
improved drum runs on the intermediate, as shown in
the cross-section.

The new and stronger intermediate now passes clear
through the drum and runs directly on the shaft. The
check pawl is made of drop-forged steel from new dies
The end which engages the teeth of the drum, like
those teeth, has been increased 50 per cent in strength.
The set pawl, formerly made of malleable iron in tw>
parts, is now made of drop-forged steel in one piece and
its shape has been improved.

An entirely new form of tension spring has been
adopted. This spring is made of one piece and is slipp?d
in place without the use of pins, screws or any other

574

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 12

device for securing either end. It is so constructed
that it winds and unwinds much more concentrically, and
therefore with much less friction and wear of the coils
upon each other, than the common types of spring.

To ascertain the exact difference in the action of the
two types of springs a series of tests was made, taking
the reading of the force exerted at a radial distance of
2 in. for every quarter-revolution from complete relax-
ation until the springs were wound up tight. Then
readings were taken in the reverse order until the
springs were completely relaxed again. The curves
plotted show the much greater efficiency of the new type
— the free-winding spring.

Everyone has observed how frequently both catchers
and retrievers fail to take in wet trolley rope. Yet op-
erators object to the use of stronger springs, as every
pound added to the end of the pole means a good many
pounds at the trolley base, and that means a heavier
pole and heavier trolley base equipment. The advantage
of increased efficiency in the tension spring which
merely has to take in the slack rope is that, given two
springs adjusted to have adequate strength to take in a
wet rope, the more efficient spring will require less
force for pulling out the rope, and therefore put less
strain on the trolley pole and base. The free-winding
spring also lasts longer, and cannot be broken by over-
winding.

New Features in Electric Car Heaters

The New York Municipal Railway Corporation will
use thirty Consolidated heaters of a new type on its
multiple side-door cars. The appearance of the new
heater is shown in the accompanying illustration.

In the first place the heater coils are removable by
taking out a single screw, as shown. Again the asbestos
lining in the back of the heater has been treated with
a special waterproof solution which will prevent the

ELECTRIC HEATER FOR MULTIPLE SIDE-DOOR CAR OF NEW YORK
MUNICIPAL RAILWAY CORPORATION

absorption of water. A special fire wall has also been
placed on the end of the case, so that there is no danger
that anything outside the heater will be set on fire if a
coil breaks. This feature greatly reduces the insurance
risk.

The heaters are bolted to the riser or heel board,
which is made of steel, and which has perforations pro-
vided for the escape of heat into the car body. Spring
terminals are provided on the coils so that the coils can
be easily connected with or disconnected from the circuit.

The Union Traction Company of Indiana, Anderson,
Ind., has inaugurated a study of safety methods in the
public schools of towns and cities along its routes.
Safety clubs will be organized in school rooms where
there are children under twelve years of age. Five
hundred safety primers will be distributed to teachers
by the claim department of the traction company.

A New High Power Hand Brake

The Lord Manufacturing Company of New York City
has placed on the market the new Horne double-acting
brake which is especially adapted to one-man care on
account of its compactness and lightness. The accom-
panying reproduction from drawings show the details.

The essential mechanical features are the eccentric
drum* by means of which the brake-rod tension increases

A QUICK-ACTING, DOUBLE-RATCHET HAND-BRAKE ESPECIALLY
ADAPTED TO ONE-MAN CARS

automatically with the chain travel from 1200 lb. to 2600
lb., a double-acting ratchet mechanism with a vertical
hand lever which renders all motion effective, and an
independent release mechanism which permits the ver-
tical handle to remain in any operating position.

The manufacturer claims for the new brake that it
is simple and self-contained, no accessory parts being re-
quired, and that it effectively combines the features of
quick action and high brake pressure. The slogan "The
double ratchet does it" aptly characterizes the brake.

Cost of an Electric Express Building

From data filed by the Bay State Street Railway
with the Massachusetts Public Service Commission in
the pending fare case are taken the following first-cost
figures of an electric express station owned by the com-
pany and located on Perkins Street. '

The station was completed about two years ago; it is
about 25 ft. x 60 ft. in dimensions, and is a one-story
frame building without basement, erected on a concrete
foundation with clapboarded walls and a tar and gravel
roof.

Excavation 72 cu. yd.

Concrete foundation 49 cu. yd.

Concrete piers 5 cu. yd.

Brick chimney 700

Timber — framing 6,700 bd. ft.

Timber — wall sheathing 2,300 bd. ft.

Timber — wall sheathing 1,400 bd. ft.

Timber — roof sheathing 3,400 bd. ft.

Timber — 2-in flooring 2,800 bd. ft.

Timber — flooring — hard pine.... 200 bd. ft.

Timber — miscellaneous

Timber — clapboards 1

Roofing — tar and gravel 1

Wrought-iron pipe

Millwork — door

Millwork — window

Electric lighting

Plumbing

Sheet metal

Painting — oil 255 sq. yd.

Painting — cold water 348 sq. yd.

Varnishing 168 sq. yd.

Fixed charges during construction, 14.5 per cent.

Total

,862 sq. ft.
680 sq. ft.

333 sq. ft.
250 sq. ft.

$0.75
7.00
8.00
24.00
45.00
50.00
60.00
50.00
45.00
60.00

' '.08
.06

.18
.12
.25

$54
343
40
17
302
115
84
170
126
12
69
149
101
5

128
125
38
150
35
46
42
42

$2,193
318

$2,511

March 18, 1916]

ELECTRIC RAILWAY JOURNAL

575

NEWS OF ELECTRIC RAILWAYS

STORMY SESSION OF NEW YORK COMMITTEE
Committee to Meet Twice a Week Hereafter — Messrs. Whit-
ney and Hervey Confirmed as Commission Members

At the session on March 11 of the Legislative Committee
which is inquiring into transit matters in New York the dis-
order was so great at one point that it was charged that a
deliberate attempt had been made to stampede the meeting.
The storm centered around Timothy S. Williams, president
of the Brooklyn Rapid Transit Company. In a passage of
words between Colonel Williams and Frank Moss, counsel
for the committee, Colonel Williams accused Mr. Moss of ly-
ing, while Mr. Moss retorted by calling Colonel Williams a
comedian. A spectator, a former assistant counsel for the
commission, after the meeting also made some disparaging
remarks regarding Mr. Moss. He was promptly haled be-
fore the committee and required to apologize.

At the morning session on March 11 a letter was intro-
duced in testimony, indicating that the Interborough Rapid
Transit Company stood ready in March, 1910, to build the
new subways with its own money and had made a proposal
to that effect to the Public Service Commission. It was
subsequently shown that this communication was a matter
of public discussion at the time it was written five years
ago and that it was nothing but a letter setting forth pos-
sible terms and conditions.

On March 10 Travis H. Whitney, secretary of the com-
mission, and Richard Reid Rogers, counsel for the Inter-
borough Rapid Transit Company, were the witnesses. Mr.
Whitney was questioned more particularly with respect to
the changes in route of rapid transit lines in Brooklyn.
Mr. Rogers said all the previous contracts led up to the
making of the present contract so that all his services in
the four years of negotiation were properly charged against
the final contract. He said it was a matter of law that legal
services are a part of the preliminary cost of construction.
When Mr. Moss read the clause defining "construction" and
"legal services in and about construction" Mr. Rogers in-
sisted that this latter phrase warranted the payment to him
of the $50,000 as extra compensation.

During the week ended March 11 the Legislative investi-
gating committee announced that on account of the need for
the presence of members of the committee at the legislative
session in Albany the hearings before the committee would
for the present at least be held on Friday and Saturday of
each week. It was also announced that a public hearing
would be held on March 17 to which the Mayor and other
city officials would be invited as well as representatives of
the Public Service Commission and civic organizations gen-
erally. Immediately following this public meeting the com-
mittee expects to submit a preliminary report to the Legis-
lature. In this, it will be recommended that jurisdiction
over all construction work on subway lines be taken from
the Public Service Commission and be lodged either with the
Board of Estimate, with the Borough Presidents or with a
board to be appointed by the Mayor and confirmed by the
Board of Estimate.

The Senate finance committee voted recently to report
without recommendation, either for or against confirmation,
Governor Whitman's nominations of Travis H. Whitney and
Charles S. Hervey as members of the Public Service Com-
mission for the First District, but on March 16 after a de-
bate lasting five hours the nominations were confirmed.
The vote on Mr. Whitney was twenty-seven to twenty-three
and on Mr. Hervey thirty-one to nineteen. Oscar S. Straus,
who is chairman of the commission, had announced his de-
termination to resign from the commission if he was de-
prived of Mr. Whitney's services.

On March 14 Lamar Hardy, Corporation Counsel, an-
nounced that he would begin suit at once against the Inter-
borough Rapid Transit Company and Alfred E. Craven,
chief engineer of the Public Service Commission, to recover
for the city about $4,000,000 charged by the Interborough as
a "prior-determination expense" against the cost of build-

ing the dual subway. This means that the city refuses to
approve of the payment of $150,000 bonus to President
Shonts, $50,000 bonus to R. R. Rogers, counsel to the Inter-
borough, and $10,000 bonus to E. F. J. Gaynor, auditor of
the Interborough, which sums the company put into charges
against bonds issued to pay for construction. Alfred E.
Craven, chief engineer of the Public Service Commission, is
made a defendant with the Interborough because it is al-
leged that Mr. Craven passed upon the items in the charges
submitted by the company as "prior determination ex-
penses."

HUDSON & MANHATTAN RAILROAD RECEIVES
TRAVELERS' MEDAL

The gold medal presented by the Travelers' Insurance
Company each year to the American employer who has
done the most during the year to safeguard his employees
and the public was awarded this year to the Hudson & Man-
hattan Railroad. The presentation was made at the annual
dinner of the American Museum of Safety recently after a
jury of award named by the museum had chosen the rail-
road to receive the medal "for achievement in accident pre-
vention among its personnel and for promoting safety for
the traveling public."

The Hudson & Manhattan Railroad is better known as
the Hudson Tubes. These tubes carry a large proportion
of the Jersey commuters in and out of New York every
day, as well as large numbers of women shoppers from the
Jersey suburbs and the most inconsiderable number of
people who leave the Pennsylvania Railroad at Manhattan
Transfer. They have been in operation for eight years and
in that time have carried 400,000,000 passengers, or about
four times the population of the United States, but in all
that time there has not been a single loss of life attributa-
ble to train operation.

The system is operated between four distinct terminal
points, and within a mileage of 7.91 miles there are fifteen
junction points. In a year's time 660,000 passenger trains,
or an average of 1800 a day, are operated in conformity
with a regular schedule. During the rush hours trains are
dispatched from all the terminals under a ninety-second
headway with only one minute at the terminals for loading
and unloading of passengers. This could not be done with-
out separate platforms and stairways for loading and un-
loading. Practically all of the system is underground and
artificially lighted, but there has never been an accident in
the tunnels which would be attributed to a lack of illumina-
tion. As to the efficiency of the block signal system, in
the year ended June 30, 1915, there were only fifty-four
cases of failure in 63,866,450 signal movements.

In a letter of congratulation written by L. F. Butler,
president of the Travelers' Insurance Company, to Wilbur
C. Fisk, president of the railroad, Mr. Butler said:

"It seems to me that the man who so conducted the op-
erations of the railroad that 400,000,000 passengers could
be transported without a single fatality is equally entitled
to commendation, not only for the safeguards installed in
shops and power stations, which have proved most efficient,
but for the organization of a working force so trained as
to thus fully protect people against the hazards of railroad
travel and also against their own careless actions.

"Indemnity for the results of accidents was the first pur-
pose of the Travelers' Insurance Company. Constant ob-
servation of the conditions led us to believe that it also
behooved us to do what we could to prevent accidents. Ex-
perience in this line, through our engineering and inspection
division, enables us to understand and appreciate the value
of your efforts in this direction."

The first award of the Travelers' medal was in 1910, when
it was presented to the United States Steel Corporation.
Subsequent awards have been as follows: 1911, Pennsyl-
vania Railroad; 1912, New York Edison Company; 1913,

576

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 12

New York Telephone Company; 1913, Allgemeine Elek-
tricitats Gesellschaft of Berlin, Germany (special award);
1914, Commonwealth Edison Company, Chicago; 1915, Hud-
son & Manhattan Railroad.

ALTERNATIVE TORONTO COMMISSION PLAN

As stated in the Electric Railway Journal of March 11,
page 513, City Solicitor Johnson of Toronto, Ont., in a report
made to the Board of Control said that special legislation
would have to be secured before a permanent transportation
committee could be established.

The personnel of the commission proposed by the Mayor
was the works commissioner, corporation counsel, or city
solicitor in his absence, the city treasurer, the manager of
the Toronto Hydro-Electric System, and the chief engineer
of the harbor commission. It was intended to have the
commission advise the City Council regarding the action to
be taken in preparation for the acquisition of the Toronto
Railway and the Toronto electric light system at the ex-
piration of the respective franchises in 1919 and 1921;
advise on all matters relating to transportation, including
the radial problem within the city limits, and manage and
operate civic car lines and the other systems when taken
over.

In view of the city solicitor's report the latter clause
has been deleted and a recommendation sent on to the
Council that the officials mentioned and a member of the
Council to be elected by that body, and the Mayor ex-officio,
be appointed to act in an advisory capacity. The reason
advanced for taking this action was the impossibility of
securing legislation this year, and secondly that the work
that can be accomplished by the commission this year will
be sufficient to demonstrate to the public and the Legisla-
ture the need of such a body for the efficient handling of
the transportation systems in the city.

The City Council of Toronto, Ont., on March 6 approved
the appointment of an advisory transportation commission,
consisting of the Mayor ex-officio, one member of the Coun-
cil to be named later, Works Commissioner Harris, City
Solicitor Johnston in the absence of Corporation Counsel
Geary, Acting City Treasurer Black until a new treasurer
is appointed, Engineer E. L. Couzens of the Harbor Board
and General Manager H. H. Couzens of the Civic Hydro
System.

INTERNATIONAL RAILWAY TO SPEND $1,150,000

Edward G. Connette, president of the International Rail-
way, Buffalo, N. Y., announces the expenditure of $1,150,000
for the improvement of its lines in Buffalo, Niagara Falls
and Lockport during 1916. All of this amount will be ex-
pended for the maintenance and improvement of roadbed,
new track and other necessary features, but none will be
used for new equipment. The most important construction
work will be the laying of new track, concrete sub-base and
paving between the tracks from the Cold Spring station in
Main Street to Fillmore Avenue, a distance of almost 2
miles. This work will be started as soon as the frost is
out of the ground and will cost upward of $200,000. Forty
other stretches of new track will be laid, including part of
the new Bailey Avenue work, a franchise for which has
already been granted, and for work in the vicinity of the
new Lackawanna passenger terminal at the foot of Main
Street. Mr. Connette says that a plan has been worked
out by the engineering department whereby the new Main
Street track will be laid without inconvenience to traffic on
this busy thoroughfare. Continuing the statement says:

"The entire engineering and official force are deeply en-
grossed in the plans for the construction and operation of
the new line to Niagara Falls, which has already been
started in the city of Tonawanda. This is a mammoth con-
struction feat, especially because the original plans pre-
pared by engineers had to be completely changed. The new
line will comprise 16 miles of double track between the
Buffalo city line and Niagara Falls. The road will be built
entirely upon private right-of-way, and specially designed
cars which will have no equal in the entire country for speed
and comfort will operate over the route.

"Structural engineers say the new Niagara Falls line
will not only be the most efficient interurban road in the

country, but one of the most picturesque. Catenary con-
struction will be used from the Buffalo city line over the
entire route. The concrete suspension towers will be placed
200 ft. apart. The new line also involves additional power-
plant facilities and seven 1000-kw. rotaries will be installed
at various points along the route. It is planned to beautify
the right-of-way with trees and grass plots. Construction
work has been in progress in Tonawanda for several months,
and with the opening of spring the construction will be
pushed speedily, as it is the intention of the officials of the
company to complete the road before the end of the present
year."

PLANS AND ESTIMATES SUBMITTED FOR SEVEN
RADIAL LINES

The engineers of the Hydro-Electric Power Commission
of Ontario have submitted plans and estimates to Sir Adam
Beck covering seven radial railway lines in western On-
tario. Surveys and estimates of the cost of construction,
operation and traffic data have been completed on the fol-
lowing lines, except in the case of the route through Ham-
ilton, which is awaiting a decision as to the various routes
through the city, under consideration. (1) Toronto, Port
Credit and Oakville to Hamilton; (2) Hamilton, Grimsby
and St. Cathariens to Niagara Falls; (3) St. Catharines,
Welland and Port Colborne; (4) Dunnville, Port Colborne,
Fort Erie, Bridgeburg and Niagara Falls; (5) Elmira,
Waterloo, Berlin, Preston, Gait and Hamilton; (6) Owen
Sound, Chesley, Brussels, Seaforth, Woodham and Kirkton.
According to Sir Adam Beck the commission is prepared
to recommend these projects to the municipalities sep-
arately or as a system. The next move will probably be
the calling of special meetings of municipal representa-
tives.

CENTRAL RAILWAY CLUB BANQUET HELD IN
BUFFALO

Frank Hedley, vice-president and general manager of the
Interborough Rapid Transit Company, New York City, pre-
sided at the annual banquet of the Central Railway Club
held in Buffalo, N. Y., on March 9. The members of the
club and the New York City delegation showed their ap-
preciation of Harry D. Voght, New York, who for twenty-
five years has been executive secretary of the organization,
by presenting to him a purse of gold and a bundle of bills.
Incidentally it was Mr. Voght's silver wedding jubilee.

Among the speakers at the banquet was John J. Mc-
Inerney, Rochester. He advocated courses in practical
electric railroading in colleges and universities. He said
that if the sons of railway executives would follow in the
footsteps of their fathers, they would be able to reach the
highest points of success in the railway field. He sug-
gested the establishment of a railway college, endowed by
large steam and electric railway systems to train young
men desirous of entering the service. He also advocated
wholesome publicity for railroads.

PLANS FOR OPENING EAST BOSTON TUNNEL
EXTENSION

The Boston (Mass.) Elevated Railway completed plans
to open the West End extension of the East Boston Tunnel
on March 18. The extension is about a half mile long and
provides a rapid transit outlet from the Scollay Square
district westward through one of the most congested areas
in the city. The extension carries the East Boston Tunnel
under Bowdoin Square to an incline in Cambridge Street
near Russell Street, and provides continuous tunnel tracks
from Maverick Square, on the east side of Boston Harbor,
to the vicinity of the lower portion of the Charles River
Basin. The extension contains a station under Bowdoin
Square, with a loop for reversing cars from East Boiton.
Through service will be inaugurated between Orient
Heights and Central Square, Cambridge, via the tunnel
and its extension, which will facilitate travel to and from
Revere Beach with respect to western suburbs of Boston.
Provision has been made for the reversal of Cambridge
cars at a lower level in the Scollay Square station.

March 18, 1916]

ELECTRIC RAILWAY JOURNAL

577

MASSACHUSETTS COMMISSION RECOMMENDS
REPEAL OF EXCISE TAX

The Massachusetts Public Service Commission has ad-
dressed a report to the Legislature recommending the repeal
of the present excise tax upon street railways and urging
that the burden be placed upon the companies of paying for
the work actually done each year by municipalities in main-
taining such portions of any paved streets, roads and bridges
as are occupied by railway tracks and similar portions of un-
paved public ways plus 18 in. on each side thereof. The
commission recommends that instead of actually doing the
work, the companies be required to pay for the work per-
formed by the city and town authorities, upon the theory
that the latter ought to have undivided authority over their
highways. No change in the provisions for snow removal is
considered necessary. The board points out that it may be
urged against its recommendations that the result would be
to substitute for a regular and dependable charge upon the
companies an irregular charge varying widely from year
to year. This difficulty, the commission points out, may be
obviated if the companies will establish reserve funds for
meeting such charges, to which regular amounts are yearly
contributed, the practice of most of the companies in the
case of snow and ice removal. To overcome the possibility
of the municipalities charging the companies unreasonably
for such work, the commission suggests provision for an ap-
peal to the county commissioners in case of disagreement.

FURTHERING RAPID TRANSIT IN CINCINNATI

The Federated Improvement Associations of Hamilton
County, at the regular monthly meeting at the Hotel Gib-
son, Cincinnati, on March 9, approved the proposed $6,000,-
000 bond issue for the construction of a municipal rapid
transit loop. This was done after reading a resolution
signed by three members of the Rapid Transit Commission
to the effect that none of the funds from the bond issue will
be expended until a plan of operation of the road had been
determined and approved by the voters.

The bond issue will be presented to the voters on April 25
for their approval. The plan of operation will then prob-
ably be submitted at the fall election.

PRESIDENT PELLISSIER AGAIN ON STAND

L. D. Pellissier, president of the Holyoke (Mass.) Street
Railway, was again called to the stand on March 14 as a
witness in the pending wages arbitration proceedings. The
evidence on that day concerned itself largely with the differ-
ences between the company and the men which led to the
strike of last summer. Under the 1912 agreement the men
contended that they were entitled to a full day's pay regard-
less of the number of hours worked. Mr. Pellissier pointed
out that the company took the view that it should pay only
for work actually performed. The witness believed that on
the average the Holyoke company paid as high wages as any
other railway in the State. On some small roads a greater
percentage of every dollar received was paid in wages than
on some of the larger systems. It is expected that Prof. A.
S. Richey of the Worcester Polytechnic Institute will con-
clude the principal evidence for the company. He will dis-
cuss the cost of living in rebuttal to the union testimony.

PRESIDENT LILIENTHAL FOR COMPROMISE

Jesse W. Lilienthal, president of the United Railroads,
San Francisco, Cal., returned to that city from New York
on March 6. He was quoted in the San Francisco Bulletin
in part as follows:

"I personally am not anxious to sell the branches west of
the tunnel. Now is the time they should begin to be
profitable because the city is growing in that direction. If
the city authorities are anxious to buy, I have concluded,
after much thought, not to make opposition. There is a fair
price and it can be readily found out in the negotiations
should any be commenced.

"It is the experience of cities that a street railway system
cannot be a pronounced success unless it has a monopoly of
city transportation. San Francisco has made a good start
for municipally owned lines. The United Railroads has a
big system. They are competitors, and, as such, are work-
ing against each other's financial good.

"As the president of the United Railroads, it is my duty
to look after and honestly to guard vested property rights.
No one realizes the situation better than I. Perhaps some
owners of securities in the United Railroads have been
criticising my policy. That is their right. We are all sub-
ject to criticism. I am trying to do my duty as I think it
is best to be done for all the property as a distinct entity.

"I am a believer in good business compromises where we
have two such conflicting aims and purposes as are em-
braced in the dual street railway propositions."

MUSCATINE-IOWA CITY LINE BEGINS OPERATION

March 19 was set as the date of beginning operation with
gasoline-electric motor cars on the Muscatine & Iowa City
Railway's line between Muscatine, Iowa City and Monte-
zuma, Iowa. A fifty-year lease has been consummated by
this company with the Chicago, Rock Island & Pacific Rail-
road for 104 miles of its lines, as announced in the
Electric Railway Journal of Oct. 30, 1915, page 926.
Regular service will be inaugurated with two General
Electric passenger motor cars, two steam passenger and
three steam freight locomotives. Two more General Elec-
tric gasoline-electric motor cars are expected to be received
about April 10, when the two steam engines used in pas-
senger service will be released. Later in the year two gas-
electric locomotives for freight service will be purchased
to release the steam freight engines.

Holyoke Municipal Ownership Bill Rejected. — The com-
mittee on street railways of the Massachusetts Legislature
has submitted an adverse report upon the bill authorizing
the city to purchase the Holyoke Street Railway.

Michigan Railway Using 1200 Volts. — Since about the first
of the year, 1200 instead of 2400 volts have been used on the
section of the Michigan Railway between Kalamazoo and
Grand Rapids described in the Electric Railway Journal
of June 19, 1915. The engineers are making some changes
in the electrical equipment.

Illinois Legislature Investigates Home Rule. — An investi-
gation of the public-utilities and home-rule questions in Illi-
nois by a special legislative commission will be undertaken.
This decision was reached despite the fact that the Supreme
Court ruled that such a commission was without legal au-
thority to subpoena witnesses. Hearings will be held in
Springfield and Chicago, and the commission will rely on
voluntary witnesses.

Storm Interrupts Long Island Traffic. — The most serious
result of the storm in New York on March 15 was the
crippling of the service on the electric zone of the Long
Island Railroad for several hours. At 7.45 a. m. one of the
high-tension feed wires on the Woodside-Winfield cutoff
short-circuited and traffic on all electrified lines was brought
to a standstill. All of the freight locomotives and switching
engines which could be spared were pressed into service to
relieve the tie-up of passenger traffic. The New York, New
Haven & Hartford Railroad and the New York Central
Railroad reported only such delays on their electric divisions
as would naturally be incident to the storm conditions which
prevailed.

Senate Passes Water Power Bill. — The United States Sen-
ate on March 8, after four weeks of debate, passed, by a vote
of forty-six to twenty-two, the Shields bill to provide for the
development of water power in navigable waters by private
capital. As adopted, the bill permits the construction of
dams in navigable waters under licenses issued by the Secre-
tary of War, and gives to grantees the right to operate
power plants for fifty years, after which time the federal
government may take over the plant after giving two years'
notice and paying a fair value, to be determined by the Sec-
retary of War and the owner, or by proceedings in the Unit-
ed States courts. Regulation of rates and services is placed
with the States in which the plants are located, or, if inter-
state commerce is involved, with the Interstate Commerce
Commission on appeals when the states involved are unable
to agree on reasonable rates and adequate service. The bill
also provides that no works shall be operated in any combi-
nation to limit the output of electric power or in restraint
of trade.

578

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 12

Washington Wage Terms Settled Without Arbitration. —

Agreements signed on March 12 between officials of the
Washington Railway & Electric Company and the Capital
Traction Company, Washington, D. C, and committees rep-
resenting their respective employees settled all differences
between the two parties without recourse to arbitration.
The agreements are dated March 11, 1916. The wages of all
motormen and conductors of the Washington Railway &
Electric Company are to be as follows: first year, 23% cents
an hour; second, third, fourth and fifth years, 24% cents an
hour; sixth, seventh, eighth, ninth and tenth years, 25%
cents an hour; after ten years, 27 cents an hour. The wages
of all motormen and conductors of the Capital Traction Com-
pany are to be as follows: first year, 23% cents an hour; sec-
ond, third and fourth years, 24% cents an hour; fifth and
sixth years, 25% cents an hour; seventh, eighth and ninth
years, 26% cents an hour; tenth year and after, 27 cents an
hour. The bonus system of the Capital Traction Company
and the profit-sharing system of the Washington Railway &
Electric Company automatically end. The new scales appar-
ently assure an average increase in remuneration about the
same in each company over the former average compensa-
tion of bonus and wages or profit and wages combined.

PROGRAMS OF ASSOCIATION MEETINGS

Illinois Electric Railways Association

The next meeting of the Illinois Electric Railways Associ-
ation will be held at 10 a. m. on March 31 at the La Salle
Hotel, Chicago. The program includes a paper entitled
"Power Saving in Car Operation," by G. T. Seely, assistant
general manager of the Chicago Elevated Railways, and a
paper on the power dispatching system of the East St. Louis
& Suburban Railway by G. W. Welsh, superintendent of
power of that company.

Financial and Corporate

American Railway Engineering Association

The seventh annual convention of the American Railway
Engineering Association will be held at the Congress Hotel,
Chicago, 111., on March 21, 22 and 23, 1916. During the
week of this convention the National Railway Appliances
Association will have its exhibit at the Coliseum. The ad-
dress of the president, report of the secretary, report of the
treasurer and the reports of standing and special commit-
tees will be presented on March 21, while at the evening
session on that day there will be an illustrated lecture by
Robert W. Hunt, entitled "The Nick and Break Test in the
Inspection of Steel Rails" and an illustrated lecture on
"Tests of Douglas Fir Stringers," by H. B. MacFarland.

On March 22 the reports of standing and special com-
mittees will be presented and announcement made of the
result of the ballot for officers for 1916.

The annual dinner will be held in the gold room of the
Congress Hotel at 6:30 p. m. on March 22.

On March 23 the reports of standing and special com-
mittees will be presented and the officers installed.

On March 24 the delegates will visit the exhibit of the
National Railway Appliances Association in the Coliseum.

Southwestern Electrical & Gas Association

The executive committee of the Southwestern Electrical
& Gas Association held its pre-convention meeting on Feb.
25. The place and date of the 1916 annual convention was
confirmed to be held at Galveston, Tex., on May 17, 18, 19
and 20. The convention headquarters will be at the Hotel
Galvez. The various sessions will be as follows: Interurban
and street railway sessions, morning and afternoon of May
17; gas members' sessions, paralleling interurban and street
railway sessions in another meeting-room; lighting and
power sessions, morning and afternoon of May 18; claim
agents' sessions, paralleling lighting and power session in
another meeting-room; general sessions at which papers, ad-
dresses and discussions on topics common to all public
utilities will be presented, morning and afternoon of May 19.

A special committee has been appointed to present to
the convention a full and formal report on the present
status and work of the association and to make suggestions
for a broadening of its scope and activities. A special com-
mittee has also been appointed on "Publicity and Public
Relations," with instructions to obtain the presence of and
addresses from authorities on these subjects.

LARGE INCREASE IN MATERIAL PRICES
Tabulation Shows Per Cent Increases in Quotations in Iron,
Steel and Metal Markets Since War Began

In order that electric railway operators may have a more

definite idea of the enormous increase since the outbreak of
the European war in the prices of certain materials that en-
ter into the finished products purchased for railway use, the
Electric Railway Journal has compiled from the Ameri-
can Metal Market and Daily Iron and Steel Report the fol-
lowing table:

Before the "War, Now, Per Cent
July 31, 1914 March 15, 1916 Increase

Metals*

Lake copper 13.00 27.75 113

Electrolytic copper 12.75 27.75 117

Casting copper 12.62 26.00 106

Tin 33.00 53.50 62

Lead 3.72 7.75 108

Spelter 4.85 17.55 262

Aluminum 17.25 61.00 253

Antimony 5.50 44.50 709

Metal Products*

Sheet copper 18.50 34.00 84

Copper wire 14.25 29.50 107

High sheet brass 13.87 40.00 188

Sheet zinc 7.00 25.00 257

Iron and Steel Products*

Bars 1.15 2.35 104

Plates 1.15 2.60 110

Shapes 1.15 2.35 104

Pipe (%— 3) 1.95 2.65 36

Wire (nails) 1.55 2.40 55

Sheets ( 28 gage) 1.80 2.75 52

Tin plates 3.39 4.00 21

Pig Iron

Bessemer, valley $14.00 J20.50 46

Basic, valley 13.00 18.50 42

No. 2 foundry, valley 13.00 18.50 42

No. 2 foundry, Philadelphia... 14.25 19.75 38

No. 2 foundry, Cleveland 13.75 18.80 37

No. 2 foundry, Buffalo 13.00 18.25 40

No. 2 foundry, Chicago 14.50 19.00 31

No. 2 foundry S. Cincinnati.. 13.25 17.90 36

♦Quotation given in cents.

The foregoing quotations are based on wholesale quanti-
ties and prompt delivery unless otherwise specified. Owing
to the withdrawal of all price lists by the leading manufac-
turers of brass and copper products, the nominal quotations
in these cases are based on the outstanding market and are
likely to change at any moment. Steel bars and plates in
Pittsburgh and Chicago, structural shapes in Pittsburgh and
blue annealed sheets in Pittsburgh and Chicago are for de-
livery only at mill convenience.

NEW CAPITAL FOR ROCK ISLAND
Main Details Completed for Readjustment of Rock Island
Southern Railway by Transfer to New Mississippi
Valley Railway & Power Company

According to J. W. Walsh, general manager, the final de-
tails will soon be completed for the readjustment of the Rock
Island (111.) Southern Railway and its subsidiaries, concern-
ing which items were published in the Electric Railway
Journal of May 1 and July 24, 1915. . The readjustment will
be made through the immediate placing of $300,000 of east-
ern capital into the business and the taking over of all the
properties by the Mississippi Valley Railway & Power Com-
pany. This is a new company recently organized under the
laws of Delaware with $2,000,000 of preferred stock and
$2,500,000 of common stock.

It is reported that the transfer has practically been com-
pleted, and the only details left unfinished are the election
of officers and the placing of new bonds. A board of direct-
ors has been elected, and its first action was to authorize an
issue of $1,397,200 of 5 per cent bonds dated July 1, 1915, and
due on July 1, 1945. Under plans partially disclosed the new
company will take up the improvement of the roadbed, the
additon of new equipment, etc. The actual work of improv-
ing the property will begin this spring, but pending the elec-
tion of officers and the settlement of details in connection
with the outstanding old bonds, no further information is
available.

MARCH 18, 1916]

ELECTRIC RAILWAY JOURNAL

579

The readjustment of the company and its allied lines fol-
lowed a recent visit of H. C. Morand, representing H. P. Tay-
lor & Company, New York, to Illinois for a conference with
M. A. Walsh, one of the principal stockholders. Unrealized
hopes as to the earning power of the property caused many
of the old bondholders to desire a reorganization, and they
agreed on the present solution. The companies first accept-
ing the plan, thus making possible the readjustment, were
H. P. Taylor & Company, Westinghouse Electric & Manufac-
turing Company, Rock Island Construction Company, Peoples
Gas & Improvement Company and J. J. Fleming, trustee. It
is said that under the new plan the fixed annual interest
charges will be about $69,000, a decrease of about $67,000.

The Rock Island Southern Railway is principally a 72.29-
mile electric system between Monmouth and Rock Island.
The new Mississippi Valley Railway & Power Company takes
over not only this but also the Aledo Terminal Railway, the
Rock Island & Alexis Railway and the Edwards River Power
Company, all of which have been operated by the Rock Is-
land Southern Railway. The Rock Island Southern Rail-
road, an 18-mile leased line between Monmouth and Gales-
burg, is also said to be included in the present deal.

The directors of the new company are as follows: Albert
M. Chambers, New York, N. Y.; T. P. Gaylord, Pittsburgh,
Pa.; W. W. Gurley, Chicago, 111.; J. J. Fleming, Burlington,
Iowa; J. A. Hanley, Davenport, Iowa; M. A. Walsh, Clinton,
Iowa; H. P. Taylor, Pittsburgh, Pa., and H. C. Morand, New
York, N. Y.

ARE UTILITY SECURITIES A BUY?
Roger W. Babson Favors Securities of Reorganized Com-
panies— Thinks Utilities Come Between Industrials
and Railroads in Popularity

In the March 4 issue of the Saturday Evening Post Roger
W. Babson has presented his answer to a question much
asked to-day, whether or not the present time offers oppor-
tunities for investment in public utilities. In his opinion
the securities of such companies are not tremendously popu-
lar now, for they no longer appear to be the gold mines they
seemed a dozen years ago. On the whole they are not so
popular as industrial securities, but they are not to be
classed with steam railroad securities, because for many
public utilities the day of readjustment has not really come
as it has for the steam lines.

Mr. Babson's advice to utility investors is that the time
to buy is when others are forced to sell, and the time to
sell is when others are crazy to buy. In thus looking about
for something unpopular he has been led to the securities
of different reorganized companies of which the holders
were sick and tired — it being his general belief that the best
time to buy stocks is during a reorganization and the best
time to sell during promotions.

At the present time Mr. Babson does not feel that one
should be over-enthusiastic about public utilities, or should
become bearish on them, whether reorganized or not. If
one wants to buy, however, and desires to be on the safe
side, he should buy only such securities as have had their
water squeezed out, of which there are enough to absorb
all idle money. Mr. Babson believes that it is good business
to stick with any properly reorganized public utility, there
being to his mind a great similarity between corporate re-
organization and personal regeneration.

Presumably the foregoing advice from Mr. Babson is giv-
en from the point of view of the speculator, who can reason-
ably depend upon the well-known rise in the prices of reor-
ganized securities, rather than from that of the true investor,
who is more desirous of stability of income and safety of
principal than of quick profits through jumps in market
prices. For the investor there are many sound utility secur-
ties of companies that have not needed reorganization — se-
curities that fully meet the investment requirements of such
conservative institutions as trust companies and savings
banks. Mr. Babson's advice seems in general to be better
suited to a Wall Street paper than to a magazine with a cli-
entele like that of the Saturday Evening Post, for popular
readers are not very likely to keep in mind the difference
between speculative stocks and real investment values in
bonds and conservative stocks unless this difference is at
least specifically mentioned.

ANNUAL REPORTS

Municipal Railway of San Francisco

The net profit on operation of the Municipal Railway of
San Francisco, Cal., for the fiscal year ended June 30, 1915,
was $228,157. This amount compares with a net profit of
$216,541 for the calendar year 1914, the report for which is
superseded by the new report for the fiscal year. After
deducting the comparison charges for service rendered by
other departments of the municipal government, for in-
surance and for taxes — thus to show the accounts as if the
municipal railway were owned by a private corporation —
the net profit for the fiscal year amounted to $83,135. In
the comparative charges there were included $138,254 for
federal, state and municipal taxes, and $7,768 for the esti-
mated value of service of other municipal departments.

The total net profit from Dec. 28, 1912, to June 30, 1915,
amount to $420,402, or after deducting comparative charges,
to $187,441. This statement does not take into account the
transfer of $48,971 from the surplus account of the munici-
pal railway to the general fund of the city and county of
San Francisco. The accounts as maintained at present are
said to be those prescribed by the Interstate Commerce Com-
mission as nearly as practicable, and it is recommended that
an ordinance be passed formally adopting the procedure.

The statement of income, profit and loss, for the fiscal year
ended June 30, 1915, follows:

Operating revenues :

Passenger revenues $1,630,778

Miscellaneous revenues 7,886

Total $1, 638, 664

Operating expenses:

Way and structures $40,716

Equipment 64,787

Power 201,098

Conducting transportation 564,186

Traffic 308

General and miscellaneous 52,293

General and miscellaneous (comparison charges re-
quired by charter) 7,768

Depreciation, and injuries and accidents 294,959

Total $1,226,115

Net operating revenue. . . .• $412,548

Miscellaneous income 10,408

Gross income $422,956

Deductions from income :

Taxes (comparison charges required by charter) :

State franchise, 5% per cent on gross operating

revenue $86,030

Municipal franchise, 3 per cent on passenger

revenue 48,923

Municipal car license 2,471

Federal income, 1 per cent on net income. . 830

Total taxes $138,254

Interest on funded debt 202,567

Total $340,821

Net profit for the fiscal year 1914-1915 $S2,135

Since the Municipal Railway of San Francisco really pays
no taxes, and no payment is made for the services rendered
by the other departments of the city, the above statement
must be adjusted to show what is called the "true" net profit
for the year. This is done simply by taking the profit,
$82,135, and adding the comparative charges for legal and
clerical service of $7,768 and for taxes of $138,254, pro-
ducing a net profit of $228,157 for the year on a non-com-
parative basis.

On account of the change in the accounting period for the
last two reports, detailed comparisons of the returns cannot
well be made, but it may be noted that the total passenger
revenue for the fiscal year ended June 30, 1915, was $1,630,-
778 as compared to $1,150,236 for the calendar year 1914,
an increase of $480,542, thus indicating, in a general way,
the effect of the exposition traffic and the opening of 5.8
miles of single track on Feb. 19, 1915. The total operating
expenses for the fiscal year ended June 30, 1915, were $923,-
388 as compared to $613,939 for the calendar year 1914, an
increase of $309,449. The company's passenger revenue
was $0.32902 per car mile and $2.8478 per car hour in the
fiscal year as compared to $0.35046 and $3.1745 respectively
in the calendar year. The operating expense (taxes and
depreciation not included) in the fiscal year was $0.18630
per car mile and $1.6125 per car hour as compared to

580

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 12

$0.18706 and $1.6944 respectively in the calendar year. The
ratio for operating expenses and taxes, not including de-
preciation, increased from 62.42 per cent for the calendar
year to 65.58 per cent for the fiscal year. Other statistics
for the fiscal year are shown in the following table:

Per Per
Total Car Car

Amount Mile Hour

Operating earnings (taxes and depre-
ciation not deducted) $707,390 $0.14272 $1.2353

Ratio of earnings to passenger
revenue 0.43 Si-
Total taxes and charter charges 146,022 0.02946 0.2550

Ratio to passenger revenue 0.0895

Operating expenses and taxes 1,069,410 0.21576 1.8675

Ratio to passenger revenue 0.6558

Depreciation (including injuries and

accidents) 294,959 0.05951 0.5151

Ratio to passenger revenue 0.1809

Operating expenses and depreciation . 1,226,115 0.2473S 2,1412

Operating expenses, depreciation and

taxes 1.364.369 0.27527 2.3826

Ratio to passenger revenue 0.8366

Net income from operation (after de-
duction of depreciation, taxes, etc.) 266,409 0.05375 0.4652
Ratio to passenger revenue 0.1634

Passenger car mileage 4,956,429

Passenger car hours 572,637

Total platform expenses (37>/> cents

per man-hour, 8 hours per day) . . . $469,328 0.09470 0.S196

The total number of passengers carried in the fiscal year
was 40,369,865 as compared to 27,933,049 for 1914. The
revenue passengers carried at 5 cents in the fiscal year were
32,676,932, as compared to 22,732,478 in the calendar year.
Other divisions of the traffic in the fiscal year were as fol-
lows: Government fares, 24,911; school fares, 278,796;
revenue transfers, 653,360; free transfers, 6,442,207, and
free passengers (police, employees, etc.), 293,659. In July,
1914, when the company had 22.62 miles of single track in
operation and owned seventy-two cars, the passenger reve-
nue amounted to $85,534, or $3,781 per mile of single track
operated. In June, 1915, with 43.94 miles of single track
and 197 cars, the passenger revenue totaled $185,503, or
$4,310 per mile of single track operated. The gradual in-
creases in passenger revenue, mileage and equipment are
shown by the following table:

Passenger Mileage Cars

Revenue Operated Owned

July, 1914 $85,534 22.62 72

August 97,673 *27.88 95

September 109,079 f32.12 113

October 115,227 32.12 143

November 108,704 32.12 154

December 113,645 J37.24 197

January, 1915 121.941 37.24 197

February 150,557 §43.04 197

March 184,044 43.04 197

April 174,856 43.04 197

May 184,010 43.04 197

June 185,503 43.04 197

•New mileage opened on Aug. 15, 1914.
fNew mileage opened on Sept. 7, 1914.
JNew mileage opened on Dec. 28, 1914.
§New mileage opened on Feb. 19, 1915.

of the Merchants' Electric Light, Heat & Power Company,
$325,760; acquisition of stock of five suburban electric light
companies, $2,500; extensions of track and paving, $6,252,
and miscellaneous, $1,144.

York Railways

The gross earnings of the York (Pa.) Railways for the
fiscal year ended Nov. 30, 1915, amounted to $828,299, an
increase of $31,654 or 3.9 per cent over 1914. The deduc-
tions from gross earnings were as follows: Operating ex-
penses, $411,346, an increase of $3,204 or 0.8 per cent; al-
lowances for depreciation, $20,657, an increase of $3,742
or 22.1 per cent, and taxes, $46,110, an increase of $6,355
or 15.9 per cent — making a total of $478,113, an increase
of $13,301 or 2.8 per cent. The net earnings amounted to
$350,185, an increase of $18,353 or 5.5 per cent, while the
interest and bond discount increased $16,135 or 7.2 per
cent, so that the net income at $110,712 showed a gain of
only $2,218 or 2 per cent.

The disturbance of trade and industrial conditions arising
during the latter part of 1914 and extending in 1915, nat-
urally resulted in a checking of the growth of railway
receipts. The greatly increased use of private motor cars
also contributed to this result. The return of industrial
activity during the latter part of the fiscal year, however,
brought about a gradual recovery, and it is the opinion of
the management that business conditions are on a decidedly
better basis than at the end of last year, and receipts are
approaching normal.

The total expenditures charged to cost of property dur-
ing the year were $377,085, of which total $335,657 was
for the York Railways proper. This amount was made up
of the following items: Acquisition of stock and bonds

OCTOBER, 1915, RETURNS NOT ENCOURAGING
Association Figures Show Increase in Net Operating Reve-
nue Over October, 1914, but a Much Greater
One in Taxes

A comparison of the electric railway statistics for Octo-
ber, 1915, with figures for the corresponding month of 1914,
made by the information bureau of the American Electric
Railway Association, indicates that as a whole the electric
railway business in the United States has changed but little.
Data for 107 companies reporting to the association show an
increase in operating revenue of 1.47 per cent, in operating
expenses of 0.74 per cent, and in net revenue of 2.42 per
cent, while data for eighty-seven of these companies indicate
an increase in taxes of 8.30 per cent. The returns are shown
in detail in the accompanying table. Similar data for July,
August and September were published in the Electric Rail-
way Journal of Feb. 26.

The Western group represented by forty-one companies
shows a decrease in operating revenue of 4.05 per cent and
almost no change in its operating expenses. Thirty-five of
the companies in this group show an increase in taxes of
22.23 per cent and a decrease in operating income of 12.66
per cent. The Southern group, represented by twenty com-
panies, though showing almost no increase in revenue and a
considerable increase in taxes paid, is still able through a
reduction in its operating expenses to show an increase in
its operating income. The Eastern group, represented by
forty-six companies, shows an increase in operating revenue
of about 3 per cent, in operating expenses of about 1.4 per
cent and in taxes of about 4 per cent. In the operating in-
come of forty-one of the companies there is an increase of
6.15 per cent. All of the districts except the Western show
a slight decrease in the operating ratio, the United States as
a whole indicating a decrease from 57.25 for 1914 to 56.53 in
1915. The operating ratio in the Western district has in-
creased from 62.12 in 1914 to 63.81 in 1915.

Revenues and Expenses op Electric Railways, October, 1915

Companies Companies Not

Reporting Taxes Reporting Taxes

A A

Increase Increase

Amount, Over Amount Over

Account October, 1914. October, 1914.
United States 1915 Per Cent 1915 Per Cent

Operating revenues 22,283,651 1.47 20,720,967 1.93

Operating expenses 12,588,380 0.74 11,715,465 0.66

Net operating revenue... 9,695,271 2.42 9,005,502 3.64

Taxes 1,304,833 8.30

Operating income 7,700,669 2.91

Operating ratio, per cent :

1915 56.49 - . . 56.53

1914 56.89 ... 57.25

Number of companies rep-
resented .. 107 ... 89

/*-' f i s I f vt\ D is tyict1^

Operating revenues 16,766,609 3.03 16,259,429 3.39

Operating expenses 9,219,189 1.44 8,912,506 1.42

Net operating revenue. .. . 7,547,420 5.05 7,346,923 5.91

Taxes 966,675 4.31

Operating income 6,380,248 6.15

Operating ratio, per cent :

1915 54.98 ... 54.81

1914 55.84 ... 55.88

Number of companies rep-
resented 46 ... 41 ...

Southern District*

Operating revenues 1,338,956 0.37 567,489 d4.22

Operating expenses 713,015 d3.18 318,073 dll.43

Net operating revenue 625,941 5.38 240,416 7.13

Taxes 47,807 16.58

Operating income 201,609 5.11

Operating ratio, per cent :

1915 53.25 ... 56.04

1914 55.48 . . . 60.70

Number of companies rep-
resented 20 ... 13

Western District*

Operating revenues 4,178,0S6 d4.05 3,894,049 32.89

Operating expenses 2,656,176 d0.39 2,484,886 d0.25

Net operating revenue. .. . 1,521,910 d9.83 1,409,163 d7.22

Taxes 290,351 22.23

Operating income 1,118,812 dl2.66

Operating ratio, per cent :

1915 63.57 ... 63.81

1914 61.24 . . . 62.12

Number of companies rep-
resented 41 ... 35 ...

Note — Letter "d" denotes decrease.

•Groupings are as follows: Eastern District — East of the Mis-
sissippi River and north of the Ohio River. Southern District —
South of the Ohio River and east of the Mississippi River. West-
ern District — West of the Mississippi River.

March 18, 1916]

ELECTRIC RAILWAY JOURNAL

581

Bay State Street Railway, Boston, Mass.— The Massa-
chusetts Public Service Commission has received a request
from the Bay State Street Railway for permission to issue
7357 additional first preferred shares to be offered to stock-
holders at par; $400,000 first mortgage bonds of the Boston
& Northern Street Railway, and $300,000 like bonds of the
Old Colony Street Railway, the money so realized to provide
for payment of floating indebtedness and purchase of prop-
erty necessary to the operation of the railway. The com-
pany now has $23,265,800 full-paid stock outstanding, com-
posed of $20,517,200 common and $2,748,600 first preferred.
The commission announced that it would hold a hearing
on the petition of the company on March 17.

Cleburne (Tex.) Traction Company. — The Cleburne Trac-
tion Company has been incorporated with a capital stock
of $15,000 by F. C. Cotton, Ft. Worth, and Lawrence Hewitt
and Daniel Hewitt, both of Cleburne, to succeed the Cle-
burne Street Railway, the property of which was sold re-
cently to Mr. Cotton and his associates as noted in the
Electric Railway Journal of Feb. 19, page 381.

Columbia Railway, Gas & Electric Securities Corporation,
Columbia, S. C. — The Columbia Railway, Gas & Electric
Securities Corporation will redeem on April 1 at 101 and
interest at the office of the Columbia Trust Company, New
York, all outstanding Series "B" convertible 6 per cent
secured gold notes. The total authorized issue was $1,000,-
000. The notes were offered by Redmond & Company, New
York, N. Y., at 99 V2 and interest. They are dated April 1,
1915, and are due on April 1, 1917, but subject to redemp-
tion on any interest date.

Empire United Railways, Inc., Syracuse, N. Y. — Holders
of the one-year 6 per cent guaranteed gold notes of the
Empire United Railways, Inc., issued under the indenture
of Feb. 16, 1915, with the Bankers' Trust Company, New
York, N. Y., as trustee, are called upon by the trustee to
present their notes for indorsement and to receive $633,627
per $1,000 of notes from funds received from certain of the
guarantors.

Kansas City Railway & Light Company, Kansas City, Mo.

— The reorganization managers of the Kansas City Rail-
way & Light Company announced that the interest to
which depositors are entitled pursuant to the plan and also
the interest payable on Jan. 1, 1916, upon the new securities
issuable under the plan of reorganization would be paid on
March 15 at the office of the New York Trust Company,
depositary. It is expected that the permanent engraved
securities will be ready for distribution in May.

Northwestern Pennsylvania Railway, Meadville, Pa. —

The Northwestern Electric Service Company of Pennsyl-
vania, with general offices in the Commerce Building, Erie,
Pa., has been incorporated under the laws of Pennsylvania
and has elected the following officers: F. F. Curtze, presi-
dent; Charles M. Hatch, vice-president and general man-
ager; A. O. Chapin, secretary, all of Erie, Pa. Through
purchase of the common stock the Northwestern Electric
Service Company will control the Northwestern Pennsyl-
vania Railway, the general office of which will hereafter be
in Erie, Pa. The officers previously mentioned hold like
offices with the railway. The Northwestern Electric Serv-
ice Company has leased for ninety-nine years the property
of the People's Incandescent Light Company, Meadville,
Pa., and will extend its light and power service.

Peterboro (Ont.) Radial Railway. — On March 10 just
after the Ontario Legislature rose G. Howard Ferguson,
minister of lands, forests and mines, announced that the
Ontario government had signed an agreement with the
Electric Power Company, which controls what are generally
known as the Seymour enterprises, purchasing outright on
behalf of the people all the interests of that corporation,
including the Peterboro Radial Railway. The purchase is
the result of negotiations carried on for some time. The
purchase price, $8,350,000, payable in Ontario government
4 per cent bonds, is the amount agreed upon by the en-
gineers of the Hydro-Electric Power Commission.

Public Service Corporation of New Jersey, Newark, N. J.
— Drexel & Company, Philadelphia, Pa., have sold the entire
issue of $7,500,000 of three-year 5 per cent notes of the
Public Service Corporation of New Jersey issued to provide

funds to retire a similar amount of notes which, as noted in
the Electric Railway Journal of Feb. 19, page 382,
matured on March 1.

Stark Electric Railroad, Alliance, Ohio. — A quarterly div-
idend of 1 per cent has been declared on the $1,250,000 of
stock of the Stark Electric Railroad, payable on April 1 to
holders of record on March 25. This compares with three-
quarters of 1 per cent paid since 1909.

Waterloo, Cedar Falls & Northern Railway, Waterloo,
Iowa. — William Marriott Canby, Philadelphia, Pa., is offer-
ing for sale first mortgage sinking-fund 5 per cent bonds
of the Waterloo, Cedar Falls & Northern Railway, dated
Jan. 1, 1910, and due on Jan. 1, 1940, denomination $1,000.
The bonds are part of a total authorized issue of $6,000,000
and are secured by an absolute first mortgage upon all
property. They are now redeemable all or in part on any
interest date at 105 and accrued interest.

DIVIDENDS DECLARED

Cleveland (Ohio) Railway, quarterly, 1% per cent.

Eastern Power & Light Corporation, New York, N. Y.,
quarterly, 1% per cent, preferred.

Illinois Traction System, Peoria, 111., quarterly, 1V2 per
cent, preferred.

Manila Electric Railroad & Lighting Corporation, Manila,
P. I., quarterly, IV2 per cent.

Northern Ohio Traction & Light Company, quarterly, 1%
per cent, preferred.

Philadelphia (Pa.) Traction Company, $2.

Second & Third Streets Passenger Railway, Philadelphia,
Pa., quarterly, $3.

Springfield Railway & Light Company, Springfield, Mo.,
quarterly, 1% per cent, preferred.

Stark Electric Railroad, Alliance, Ohio, quarterly, 1 per
cent.

West End Street Railway, Boston, Mass., $1.75 common.

West Penn Railways, Pittsburgh, Pa., quarterly, IV4. per
cent, preferred.

West Penn Traction Company, Pittsburgh, Pa., quarterly,
IV2 per cent, preferred; one-half of 1 per cent on preferred
on account of accumulated dividends.

ELECTRIC RAILWAY MONTHLY EARNINGS

CLEVELAND, PAINESVILLE & EASTERN RAILROAD,
WILLOUGHBT, OHIO
Operating Operating Operating Fixed Net
Period Revenues Expenses Income Charges Income

Ira., Jan., '16 $28,865 *H7,245 $11,620 $11,061 $559
1 15 25,813 *16,027 9,786 10,961 tl,175

COMMONWEALTH POWER, RAILWAY & LIGHT COMPANY,
GRAND RAPIDS, MICH,
lm., Jan., '16 $1,407,552 *$726,500 $681,052 $411,368 $269,684
1 " " '15 1,241,903 *650,972 590,931 360,376 230,555
12 16 14,755,303 *7, 863, 512 6,891,791 4,557,075 2,334,716

12 " " '15 14,019,S09 *7, 534, 320 6,485,489 4,229,121 2,256,368

EAST ST. LOUIS & SUBURBAN COMPANY,
EAST ST. LOUIS, ILL.

lm., Jan., '16 $229,368 *$137,982 $91,386 $61,853 $29,533

1 15 206,162 *123,679 82,483 63,285 19,198

12 16 2,490,176 *1, 487, 895 1,002,281 754,883 247,398

12 15 2,598,045 *1, 589, 618 1,008,427 717,133 291,294

LAKE SHORE ELECTRIC RAILWAY, CLEVELAND, OHIO
lm.,Jan., '16 $113,369 *$76,S19 $36,550 $36,109 $441
1 " " '15 98,336 *71,811 26,525 35,926 t9,401

LEWISTON, AUGUSTA & WATERVILLE STREET RAILWAY,
LEWISTON, ME.
lm., Jan., '16 $52,883 *$40,350 $12,533 $15,963 f$3,430
1 " " '15 49,527 *38,608 10,919 15,578 f4,659
12" " '16 741,207 *477,165 264,042 190,224 73,818
12 " " '15 681,150 *467,057 214,093 1.86,658 27,435

NASHVILLE RAILWAY & LIGHT COMPANY,
NASHVILLE, TENN.

lm., Jan., '16 $196,585 *$116,354 $80,231 $43,083 $37,148

1 15 184,546 *106,976 77,570 42,018 35,552

12 16 2,155,941 *1,328,210 827,731 511,653 316,078

12 " " '15 2,237,022 *1, 334, 853 902,169 497,545 404,624

NORTHERN OHIO TRACTION & LIGHT COMPANY,
AKRON, OHIO

lm , Jan., '16 $367,142 *$211,606 $155,536 $53,580 $101,956
1 15 280,838 *181.978 98.S60 50,251 43,609

PORTLAND RAILWAY, LIGHT & POWER COMPANY,
PORTLAND, ORE.
lm Jan, '16 $454,988 *$257,732 $197,256 $181,762 $15,494
1 "' " '15 489,713 *261,404 228,309 182,361 45,948

12 16 5,476,620 *3, 069, 956 2,406,664 2,207,756 198,908

12 15 6,180,274 *3, 248, 001 2,932,273 2,181,758 750,515

♦Includes taxes. fDeficit

582

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 12

Traffic and Transportation

I. C. C. DECISION FAVORS ELECTRIC LINE
Cancellation of Joint Passenger Fares from Milwaukee,
Wis., to Muskegon, Mich., Not Justified

The Interstate Commerce Commission has found that the
proposed cancellation of joint passenger fares from Mil-
waukee, Wis., to Coopersville, Nuncia and Muskegon, Mich.,
on the line of the Grand Rapids, Grand Haven & Muskegon
Railway is not justified and the schedules under suspension
have been ordered cancelled. By schedules published to
take effect on July 16, 1915, the Crosby Transportation Com-
pany proposed to cancel the joint passenger fares. Upon
protest by the electric railway the schedules were suspended
until May 13, 1916. The protestant operates an electric
railroad from Muskegon to Grand Rapids, Mich. Grand
Haven is the terminus of a branch line which connects with
the main line at Grand Haven Junction. Coopersville and
Nuncia are located on protestant's main line between Grand
Haven Junction and Grand Rapids and are also served by the
Grand Trunk system. Grand Haven and Muskegon are on
the eastern shore of Lake Michigan. The Crosby Trans-
portation Company operates a line, of boats between Mil-
waukee and Grand Haven and Muskegon.

The Interstate Commerce Commission found in Damon v.
Crosby Transportation Company, 33 I. C. C, 448, decided on
March 24, 1915, that the refusal of the Crosby Transporta-
tion Company to participate in the sale of through tickets
between Milwaukee and Grand Rapids in connection with
the Grand Rapids, Grand Haven & Muskegon Railway while
it authorized the sale of through tickets between Milwaukee
and Grand Rapids in connection with the Detroit, Grand
Haven & Milwaukee Railway, operated by the Grand Trunk
system, unjustly discriminated against the Grand Rapids,
Grand Haven & Muskegon. In complying with the commis-
sions order in that proceeding the Crosby Company estab-
lished joint passenger fares with the protestant carrier,
not only between Milwaukee and Grand Rapids, but also be-
tween Milwaukee and Coopersville, Nuncia and Muskegon.
The fares from Milwaukee to these points were published
in the Crosby Transportation Company's tariff, concurred in
by protestant, and the fares in the reverse direction were
published in protestant's tariff, concurred in by the Crosby
Company. Before proposing the cancellations the latter
company withdrew its concurrence relative to the point fares
maintained from the three points involved to Milwaukee.

In concluding its opinion the commission said:

"The real reason for the cancellation involved is a dispute
relative to divisions. As stated in the report in the Damon
case, supra, the docks used by the Crosby Transportation
Company at Milwaukee are owned by the Chicago, Milwau-
kee & St. Paul Railway, but are leased by the Grand Trunk.
The dock at Grand Haven is owned by the Grand Trunk.
After the joint fares were established, the Grand Trunk re-
quired the Crosby Transportation Company to pay a charge
of 60 cents for each one-way ticket sold at the fares in-
volved, as compensation for the use of the docks and for
certain accounting done by the Grand Trunk in connection
with their use. The boat line endeavored to pass the charge
along to protestant, but protestant refused to shrink its
divisions to that extent. Disagreements among carriers
relative to divisions of joint rates are insufficient to justify
the cancellation of such rates. Furthermore, a similar dock
charge has been made by the Grand Trunk for a number of
years for passengers traveling between Milwaukee and
Grand Rapids, under joint fares between the boat line and
the Grand Trunk, which was not challenged in the Damon
case, supra. The Crosby Transportation Company also par-
ticipates in joint passenger fares with various rail carriers,
and while it does not appear that the Grand Trunk exacts
a dock charge in connection with each of these fares, or what
the amount of such charge is, if any is exacted, it does
appear that in no instance has any connection of the Crosby
Transportation Company been called upon to pay this dock
charge or any portion of it. We find that the proposed

cancellation of the joint fares in question has not been justi-
fied, and the schedules under suspension will be ordered
canceled."

COPPER ZONE SYSTEM OPPOSED

The Public Utilities Commission of Connecticut has con-
cluded the hearings which it has been holding in connection
with the appeal of patrons of the Groton & Stonington Street
Railway, operated under lease by the Norwich & Westerly
Traction Company, from alleged excessive and discrimi-
natory fares under the copper zone system put into effect
last November and similar to that of the Shore Line Electric
Railway, controlled by the same interests and described in
the Electric Railway Journal for Sept. 11, page 443.
The 2-cent zones average about 0.8 of a mile in length.
From the Velvet mill to Elm Grove cemetery on the Old
Mystic branch the distance is 0.38 mile. This is the shortest
zone. The longest zone is 1.58 mile. Warren G. Burrows,
representing the town of Groton, favored a straight 6-cent
fare. Senator Hewitt maintained that the zone system was
discriminatory and that a 6-cent fare with no change in the
zone limits as formerly in use would have been more satis-
factory to patrons.

Christopher L. Avery for the company expressed the
opinion that the present system was equitable and that the
6-cent fare would also have been opposed. He did not think
the plan would be practicable of having the first three zones
5 cents and 2 cents thereafter. He expressed the opinion
that under such a plan passengers would not declare their
destination, but would endeavor to save a few cents by
paying 5 cents every 3 miles.

The company introduced as an expert Carol E. Bailey of
the J. G. White Engineering Corporation. He did not think
that the property could be built at present for the amount
of its capitalization. Mr. Bailey placed the cost to repro-
duce the property at present at $878,610, exclusive of or-
ganization expense. A summary of his estimate of the
physical valuation of the property was introduced into the
evidence.

In his discussion of the capitalization of the company
Mr. Avery said that the opponents of the fare system had
introduced no evidence to show that the capitalization was
excessive. Mr. Bailey's figures were within 10 per cent of"
the capitalization and they did not take into account or-
ganization expenses. In twelve years the $400,000 of com-
mon stock had paid only $50,000 in dividends. Even with
the increase in fare put into effect last November the com-
pany was receiving only enough to pay operating expenses,
fixed charges on the $475,000 of first-mortgage 5 per cent
bonds and dividends on $200,000 of preferred stock. The-
new rates which are under protest did not produce the
amount which the company considered adequate.

Senator Hewitt in concluding said that whatever increase
in revenue was needed should be produced by a system which
would not be discriminatory. He advocated the system of
three zones for 5 cents.

The fare matter is also before the Interstate Commerce-
Commission. On March 10 at Mystic, Alton Gerry, examiner
for the commission, took the testimony of witnesses. It ap-
pears that an arrangement is in effect under which through
tickets are sold between Stonington, Conn., and Westerly,.
R. I.

RAILWAY TO LEND THE PERSONAL TOUCH
Names Not Numbers Will Be Distinctive on the Cumberland
& Westernport Railway

A new idea will probably be inaugurated on the Cumber-
land & Westernport Electric Railway, Cumberland, Md.,.
operated by Henry L. Doherty & Company, that is expected
to be popular and beneficial in its results. At the present
time both motormen and conductors are designated almost
entirely by number, especially so far as the public is con-
cerned. Under the new plan each car will carry a card
stating the names of the motorman and conductor, so that
passengers, if they find it necessary to complain or praise,
will not confine themselves to certain numerals on the badge
of each uniform.

For the last year or so it has been quite common in hotel?
and banks of the better sort to find notices that Messrs.

March 18, 1916]

ELECTRIC RAILWAY JOURNAL

583

So and So are on duty. It has been found that this worked
•out well as each guest or client, as the case may be, has,
knowing the name, felt a more or less personal interest in
the man behind the counter. A representative of the com-
pany is quoted as follows:

"This scheme has not yet been adopted, but it has been
approved by the officers of the railway, and will be put up
to the men within a short time. Such a plan, it is felt
will enable the men to feel that they are direct representa-
tives of the company, with individuality rather than a num-
ber. There are many of them who have chafed under this ap-
parent limitation, and we think the plan will please them.
It will also benefit the company, because to any possessed
of any ambition it will make him feel that he is not only
a motorman or conductor, but a direct representative of the
company, whose duty it is to sell further service to the
public as well as give it at that time."

ACCIDENT FAKER HELD BY COURT

Maurice Abrams of New York City was arrested in Edge-
water, N. J., on March 4, on a charge of attempting to ob-
tain money under false pretences from the Riverside & Fort
Lee Ferry Company, a subsidiary of the Public Service
Railway. Abrams was committed to the Bergen County jail
in Hackensack in default of $500 bail. On March 8 his case
was called before Judge Seufort. He pleaded guilty and
was held until March 22, 1916, for sentence, in order that
the judge might have time to look into his history.

When he presented his claim to the ferry company
Abrams alleged that on Feb. 24, when one of the boats of
the company on which he was a passenger was entering the
ferry slip, a broom was jarred from a seat, where it was al-
leged to have been left by an employee, the handle striking
him on the nose, causing it to bleed and breaking his eye-
glasses.

Investigation showed that Abrams had filed many similar
claims against transportation and other companies in New
York City and vicinity and had collected amounts ranging
from $5 to $40. In addition to the name of Maurice Abrams
he has also used the names Paul Abrams, Martin Abrams,
Maxwell Abrams, Maurice A. Brown and Morris A. Brown.

"Passenger Directors" for East St. Louis. — The East St.
Louis & Suburban Railway, East St. Louis, 111., has sta-
tioned two "passenger directors" at principal down-town
transfer stations in East St. Louis to direct patrons from
4 p. m. to 6.30 p. m. Two other directors will also be named.
These men will wear special uniforms.

Bay State Fare Hearings to Be Resumed in April. — The

Massachusetts Public Service Commission will resume hear-
ings on the 6-cent fare case of the Bay State Street Rail-
way on April 17 at the offices of the board in Boston, the
company's side of the case now being completed. Evidence
will then be heard by the commission from remonstrants
against the proposed increase, with the cross-examination of
various experts who have appeared on behalf of the com-
pany.

Newark Jitney Measure Vetoed. — Mayor Raymond of
Newark, N. J., has again vetoed the ordinance providing for
the regulation of jitneys in the city. This is the second time
that the Mayor has disapproved such an ordinance because
of the form in which it was passed by the Council. The
regulations provided that a bond of $3,000 be furnished in
order to afford protection to the public, while the license
fees were made to range from $15 for a seven-passenger
car to $75 for a bus seating more than twenty-one people.

Kentucky Compensation Measure Before Governor. — A
workman's compensation law has been passed by both
houses of the Kentucky Legislature. It will go to the Gov-
ernor, and, since it was an administration measure, is practi-
cally assured of his signature. The measure is practically
compulsory since it provides that those employers who do
not come in under it will be deprived of the usual common-
law defenses in case of suits by employees. No State fund
is provided, and insurance may be carried in commercial
companies or with mutual organizations.

Conference Regarding Service in Toronto. — On March 10
R. J. Fleming, manager of the Toronto (Ont.) Railway,
called on Mayor Church in reference to the indictment pro-

ceedings for alleged overcrowding instituted by the Mayor
the previous day. Mr. Fleming informed the Mayor that
the company contemplated making numerous improvements,
but that it was greatly handicapped by the fact that more
than 600 of its employees had enlisted and there was great
difficulty in filling their places. The Mayor decided to call
a special meeting of the Board of Control to permit Mr.
Fleming to submit his plans for the improvement of the.
service.

Intemperate and Dishonest Employees Will Not Be Rein>-
stated. — W. M. Weatherwax, superintendent of transporta-
tion of the Chicago (111.) Surface Lines, has issued a notice
that hereafter in all cases where there is proof that train-
men are using intoxicating liquors on duty, or that conduct-
ors are failing to register fares, their suspension from serv-
ice will be made permanent and there can be no reinstate-
ments. The number of discharges during the year 1915 was
381. Of this number 298 were conductors and eighty-three
motormen. The records show that 95 per cent of the dis-
charges were due to intemperance while on duty or to dis-
honesty. The per cent of discharges from a total of approx-
imately 9000 trainmen is considered small. Eighty-one of
the discharged trainmen were reinstated.

Kentucky . Senate Passes "Jim Crow" Bill. — The Ken-
tucky State Senate has passed the "Jim Crow" bill, which
would require the Louisville Traction Company to segre-
gate the whites and blacks in the city cars. The author of
the bill, Senator C. H. Knight, stated in his address sup-
porting the measure that there was a general demand for
it in Louisville and that his measure would give the relief
desired without imposing hardships on anybody. Senator
D. H. Peak, Trimble County, offered an amendment requir-
ing that a seat be furnished for every passenger. This;
amendment was voted down. Senator T. A. Combs, Lex-
ington, wanted to know why, if "90 per cent of the people-
of Louisville were in favor of separation of the races in the-
street cars" the City Council did not require it, since it has.
sufficient power. The measure goes to the House.

Buffalo Suburban Line Petitions for Fare Revision. — The
Buffalo & Lake Erie Traction Company has asked the towns
officials in the several towns on the Dunkirk and Erie di-
vision of the company to agree on an amendment to the.
franchise placing the matter of fixing passenger charges im
the hands of the Public Service Commission, as is now the:
case between Fredonia and Buffalo. A. R. Myers, generaL
manager of the company, points out that under the pre-
vailing passenger tariff it is impossible to operate between
Dunkirk and Erie at a profit. The Public Service Commis-
sion for the Second District decided previously that it has
no power to modify the terms of a franchise granted by a
municipality. This ruling was made in connection with the
application of the New York & North Shore Traction Com-
pany to the commission asking that it determine that the
just and reasonable fare between Mineola and Port Wash-
ington was 15 cents, instead of 10 cents, to which the roadl
was limited by franchise terms. The decision in this case
was referred to in the Electric Railway Journal of Sept.
18, 1915, page 610.

Memphis Jitneys Enjoined. — Chancellor Heiskell, in are
opinion handed down recently, has permanently enjoined
three jitney companies from operating in Memphis, Tenn.
He held the jitney ordinances recently passed by the City
Commissioners to be invalid. The injunction was asked by
the Memphis Street Railway. It is directed against the
North Memphis Transit Company, the Rapid Transit Com-
pany and the Memphis Jitney Association. In its applica-
tion for a permanent injunction the street railway contended!
that former Mayor Love's refusal to sign the jitney ordi-
nances passed over his veto made the ordinances invalid-
Chancellor Heiskell sustained the contention, holding that
the Mayor's signature to the ordinances was absolutely
necessary to make them effective, and that the board of
city commissioners could not validate the measures by a
two-thirds vote over the Mayor's veto. The court also held
that in its opinion a blanket indemnity bond of $5,000 for
each company was not sufficient. The chancellor held that
he interpreted the law to mean that a $5,000 bond is neces-
sary for each car in the jitney business. The city attorney
has announced an appeal to the State Supreme Court.

584

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 12

Personal Mention

Mr. J. D. Scott, formerly power salesman of the Portland
Railway, Light & Power Company, Portland, Ore., has been
appointed assistant engineer in the office of Mr. O. B. Cold-
well, general superintendent of that company.

Mr. J. C. Skinner, who has been with the United Railroads,
San Francisco, Cal., almost since its inception, and'who for
many years was division superintendent at Washington and
Mason, has been retired by the company on half pay.

Mr. C. G. Stevenson, assistant shop foreman for the rail-
way department of the Southern Public Utilities Company,
Charlotte, N. C, has resigned to go into business for him-
self. Mr. Stevenson has been succeeded by Mr. C. C. Phil-
lips.

Mr. J. P. Jones has been made division superintendent of
the United Railroads, San Francisco, Cal., at Washington
and Mason, in addition to his position at Turk and Fillmore.
At Washington and Mason he succeeds Mr. J. C. Skinner,
who has retired.

Mr. J. E. Richards, auditor and treasurer of the London
& Port Stanley Railway, London, Ont., has been appointed
manager of the road, succeeding Mr. F. T. Leversuch, re-
signed. Mr. Richards was formerly with the Chatham,
Wallaceburg & Lake Erie Electric Railway.

Mr. C. Sims Bailey has been appointed general superin-
tendent in charge of the Petersburg & Appomattox Railway,
Petersburg, Va. Mr. Bailey was formerly general manager
and chief engineer of the Richmond & Henrico Railway,
Richmond, Va., during construction and operation.

Mr. George W. Lang has been appointed claim agent of
the Ottawa (Ont.) Electric Railway. Mr. Lang was born
in Ottawa on June 13, 1872, and entered the company's
service in June, 1892. From that time until July, 1896, he
was a conductor. From July, 1896, to October, 1908, he
served with the company as inspector, and from 1908 to
1909 as assistant superintendent. Since 1909 Mr. Lang has
been engaged in private business in Calgary, Alta.

Mr. E. H. LeTourneau has been appointed efficiency en-
gineer of the Portland Railway, Light & Power Company,
Portland, Ore., to succeed Mr. Edward A. West, who, as
announced previously in the ELECTRIC RAILWAY JOURNAL
has been appointed chief engineer of the Denver (Col.)
Tramway. Mr. LeTourneau recently held the position of
assistant engineer in the office of Mr. 0. B. Coldwell, gen-
eral superintendent of the company. He has been with the
company for the past six years in various capacities.

Mr. J. S. Pevear has recently been re-elected president
of the Birmingham Railway, Light & Power Company,
Birmingham, Ala. He has also been chosen general man-
ager of the company to succeed Mr. J. P. H. De Windt, who
is now connected with the American Cities Company, of
which the Birmingham Railway, Light & Power Company
is a subsidiary. On Dec. 1 Mr. Pevear moved his head-
quarters from New York to Birmingham to take active
charge of the operation of the Birmingham Railway, Light
& Power Company, of which company he has been presi-
dent for some time.

Mr. L. Edward Herrmann, Jersey City, private secretary
to Governor Fielder of New Jersey, has been appointed to
succeed Mr. Frank H. Sommer as counsel of the Board of
Public Utility Commissioners of New Jersey. As announced
previously in the Electric Railway Journal Mr. Sommer
will retire on April 1 as counsel to become dean of the New
York University Law School, but will continue with the com-
mission in an advisory capacity until disposition is made of
a number of matters now pending before that body. Mr.
Herrmann was born in Jersey City on July 6, 1876. He was
educated in the Jersey City public schools, New York Uni-
versity and the New York Law School. While he was study-
ing law he taught in the Jersey City night schools, but sub-
sequently engaged in newspaper work on the Jersey City

News and the Jersey City Journal. He was admitted to the
bar in 1901, and began practice in partnership with Mr. An-
drew J. Steelman, Jr. He has been secretary to the president
of the Senate and the Governor and a member of the Board
of Education of Jersey City.

Mr. E. W. Hoist, superintendent of equipment of the
Bay State Street Railway, Boston, Mass., was elected presi-
dent of the New England Railroad Club at the annual meet-
ing on March 14. This is an
unusual honor for an elec-
tric railway official, as most
of the members of the club
are steam railroad men. Mr.
Hoist is a native of Nor-
way, where he received his
technical education. Part of
his early training was ob-
tained with the General
Electric Company, begin-
ning with that company's
student course. He has been
with the Bay State Street
Railway and its predeces-
sors since 1904. Mr. Hoist's
election is not altogether
surprising as he has always
E. w. holst been a willing worker in

railway association affairs.
In 1912 he was chairman of the subcommittee on self-
propelled cars of the American Electric Railway Engineer-
3ng Association, the report on which subject was remarkable
for the thoroughness of its text and the extensive bibli-
ography. As a member of the equipment committee he
also gave particular attention to steel wheel specifications.
As a car designer Mr. Hoist's work is notable not only for
progress in equipment standards and weight reduction, but
also for the attention given to car planning from the stand-
point of the transportation department.

OBITUARY

W. Frank Carr, Pacific Northwest Coast representative of
the Chicago Railway Signal & Supply Company, is dead.
He succumbed suddenly to heart failure.

William Norris, general superintendent of the Chatham,
Wallaceburg & Lake Erie Electric Railway, died in St.
Joseph's Hospital in London, Ont., on March 6, after a
three weeks' illness, with pneumonia. Mr. Norris was fifty
years old, and was formerly connected with the London
(Ont.) Street Railway.

Frederick C. Stevens, formerly State Superintendent of
Public Works of New York and State Senator, died suddenly
in Attica, N. Y., on March 14. He was sixty-four years old.
Mr. Stevens was a director with Mr. O. T. Crosby, Mr. C. A.
Lieb, Mr. G. W. Bacon and others of the Columbia Railway,
Washington, D. C, before that property was merged into the
Washington Railway & Electric Company.

Sir Charles Rivers-Wilson, one of the vice-presidents of
the Tramways & Light Railways Association of England, is
dead. Sir Charles was born in 1831, and was one of the sub-
scribers to the memorandum of association in 1897. He was
elected member of the council and first president of the as-
sociation in 1899, and at the time of the reconstruction of
the association in 1906 he was elected a vice-president, the
late Duke of Argyll having accepted the position of presi-
dent.

Robert M. Jones, who since 1906 maintained an office in
Denver, Col., and acted as engineer in the examination and
design of many hydroelectric projects throughout the West
and in Mexico, died suddenly on March 1 at Carlsbad, N. M.
Mr. Jones was born in Wayne, Ohio, in 1853. He was a
pioneer in both electric light and electric street railway
work. In 1889 he went to Salt Lake City and built under
contract the three original systems and a steam power plant
there and later two electric railway systems in Montana.
He then engaged in hydroelectric work. Later he con-
structed the plant of the Blue Hills Traction Company at
Spearfish, S. D., the first installation in this country using
the double-discharge type Francis turbines. He is sur-
vived by his widow and five sons.

March 18, 1916]

ELECTRIC RAILWAY JOURNAL

585

Construction News

Construction News Notes are classified under each head-
ing alphabetically by States.

An asterisk (*) indicates a project not previously
reported.

RECENT INCORPORATIONS

*Argenta Terminal Company, Little Rock, Ark. — Incor-
porated to construct a belt line 2V2 miles long in Argenta.
Capital stock, $42,000. The company will complete the line
begun by the Little Rock & Argenta Railway. Incor-
porators: A. C. Butterworth, C. C. Kavanaugh, C. R. Led-
better, A. C. Read and C. G. Price.

*Northwestern Electric Service Company of Pennsylvania,
Erie, Pa. — Incorporated in Pennsylvania, with general
offices in Commerce Building, Erie. The company will con-
trol the Northwestern Pennsylvania Railway. Officers:
F. F. Curtze, president; Charles M. Hatch, vice-president
and general manager, and A. O. Chapin, secretary, all of
Erie.

FRANCHISES

East San Diego, Cal. — The San Diego Electric Railway
has received a franchise from the Council to construct an
extension of its University Avenue line from Fairmount
Avenue to Euclid Avenue.

Pocatello, Idaho. — The Pocatello Traction & Interurban
Company has asked the Council for a franchise in Pocatello.
[Dec. 18, '15.]

Baltimore, Md. — The Maryland Electric Railway has
asked the Council for a franchise to construct an extension
to Guilford.

Syracuse, N. Y. — The New York State Railways has
asked the Council for a franchise to construct a new track
through Oak Street from Farmer Street to Roby Street,
Syracuse.

Cleveland, Ohio. — Fielder Sanders, city traction commis-
sioner, has asked the Council for a franchise to extend the
Cleveland Railway's line on West Twenty-fifth Street IV2
miles on Pearl Road.

Salt Lake City, Utah.— The Utah Light & Traction Com-
pany has received an extension of time on its franchise to
construct an extension of its Capitol Hill line. The limit
for completion of the line to a point opposite the east en-
trance of the Capitol on West Canyon Street was extended
from March 1 to May 1, while Oct. 1 was set as the date
limit for completion of the line north on West Canyon
Street to Fourth North Street. From Fourth North Street
on to De Soto Street the line must be completed within
sixty days after establishment of grade by the city.

Spokane, Wash. — The Spokane Traction Company has
asked the Council for a new loop franchise on Madelia
Street and has asked for the cancellation of its franchise
over the Boone Avenue bridge. Members of the Recreation
Park Improvement Club have petitioned the Council to re-
pair the Boone Avenue bridge and compel the Spokane
Traction Company to restore car service over this route.

TRACK AND ROADWAY

Calgary (Alta.) Street Railway. — The Council of Calgary
has approved an item of $20,000 for additional feeder cable
for the Calgary Street Railway.

Martinez & Concord Interurban Railway, Martinez, Cal. —
This company has applied to the Railroad Commission for
a certificate of public convenience and necessity, and for
authority to issue securities to defray the cost of construct-
ing the first unit of its proposed line from Martinez to
Concord, a distance of approximately 9 miles. The first
unit of its line is to be 3.3 miles in length and will start
from Martinez and run to a connection with the Atchison,
Topeka & Santa Fe Railway. This unit of the company's
line is estimated to cost $83,241. The company desires to
issue 650 shares of stock at $45 per share, and $60,000 face
value of first mortgage bonds at 90 per cent of their face

value to cover this construction cost. The company further
desires to issue $60,000 face value of cumulative participat-
ing bonds to be sold at par, and to be issued only as its first
mortgage bonds are retired and cancelled. The company
has secured a fifty-year franchise from Martinez and has
arranged for practically all the rights-of-way for the first
unit of its line. [Feb. 26, '16.]

*Litchfield County Company, Torrington, Conm — It is re-
ported that construction will be begun this summer on this
company's proposed line between Torrington and Water-
bury, via Litchfield, Bantam, Morris and Watertown, 22
miles. At a recent meeting the Torrington Chamber of
Commerce passed by unanimous vote a resolution to co-oper-
ate in completing the plans. It is stated that a charter was
secured by the Litchfield County Company two years ago,
but nothing definite has been done by the company. A. J.
Patton Company, Waterbury, is interested.

Wilmington & Philadelphia Traction Company, Wilming-
ton, Del. — Announcement has been made by this company
that $100,000 or more will be spent on improvements to
Shellpot and Brandywine Springs parks owned by the com-
pany and located near Wilmington.

Lewiston-Clarkson Transit Company, Lewiston, Idaho.

— H. C. Hartung, manager of the Lewiston-Clarkston
Transit Company, reports that track construction on the ex-
tension of the company's line from its present terminus
at Sixth and Sycamore Streets to Thirteenth Street and
Highland Avenue, 1% miles, has been begun.

*Union City, Ind. — Business men of Union City, called to-
gether by the Union City Community Welfare League, have
approved unanimously the proposed $150,000 subsidy for a
traction line from Richmond to Portland, to connect with a
northern system of electric railways. Union City's share
would amount to about $35,000.

Des Moines (Iowa) City Railway. — The North American
Construction Company of Chicago has received a contract
from the Des Moines City Railway for the reconstruction of
practically all the tracks in the West Des Moines business
district and the building of a new loop on Second and Ninth
and Walnut and Locust Streets. Work will be begun May
1 and the contract calls for its completion by Aug. 1. The
cost will be $120,000. This work is being done in accord-
ance with the new franchise agreement.

Kansas City, Kaw Valley & Western Railway, Bonner
Springs, Kan. — This company has filed with the Public
Utility Commission of Kansas revised plans for the pro-
posed strengthening of the present Kaw River bridge at
Lawrence in order to obtain the sanction of the commis-
sioners of the company's request to operate cars across the
structure. If accepted, the bridge will be repaired by the
company.

Cumberland & Manchester Railroad, Barbourville, Ky. — It

is reported that T. J. Anderson, Knoxville, Tenn., has re-
ceived a contract to grade 8 miles of this company's line
beginning at Cannon, Ky. M. E. S. Posey, Barbourville, chief
engineer. [Feb. 12, '16.]

Newport & Alexandria Interurban Railroad, Newport,
Ky. — Preliminary surveys have been begun on this com-
pany's proposed road beginning from the corporation line
of Newport. The line will follow the Licking pike to Three
Mile Creek, thence along the creek valley to the Alexandria
pike. It is the intention to parallel the pike to Alexandria.
[March 4, '16.]

Fort Fairfield, Me.— The Fort Fairfield Board of Trade
advises that surveys have been made for its proposed rail-
way from Fort Fairfield to Limestone, about 12 miles. As
soon as weather conditions permit surveys will be made
from Limestone to Van Buren, via Caswell and Hamlin,
about 22 miles. [July 4, '14.]

Winnipeg, Man. — It is reported that the Board of Control
of Winnipeg is considering the question of constructing sev-
eral new car lines. G. J. Brown, City Clerk.

Grand Rapids, Holland & Chicago Railway, Holland, Mich.
— Bids will be received until noon, March 24, by Frank F.
Rogers, State highway commissioner, Lansing, for the con-
struction of a 60-ft. span reinforced-concrete arch with 66-
ft. width over all on the Grandville Avenue Road, Wyoming
Township, which is also the State trunk line crossing Plas-

586

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 12

ter Creek and containing approximately 1008 cu. yd. of con-
crete. The bridge is to be built jointly by the Board of
County Road Commissioners of the County of Kent, the
State Highway Department and the Grand Rapids, Holland
& Chicago Railway. Bids will be received on the reinforced-
concrete structure complete. Travel must be maintained at
all times on the highway and street railway during construc-
tion. The bridge must be completed and ready for travel
by Sept. 1, 1916.

Electric Short Line Railway, Minneapolis, Minn. — Tenta-
tive plans for the extension of this company's line from
Hutchinson through Thorp and Clara City to Dawson, 75
miles, have been filed with the Secretary of State.

*Schlater, Miss. — It is reported that John H. Parson,
president Southern Finance & Construction Company, Mem-
phis, Tenn., contemplates the construction of an interurban
railway to connect Schlater, Itta Bena, Greenwood and Black
Hawk.

*Columbia, Mo. — It is reported that interests connected
with the Keokuk & Hamilton Power Company contemplate
the construction of an electric railway from St. Louis to
Kansas City via St. Charles, Montgomery City, Fulton, Co-
lumbia and Fayette, about 250 miles. The Union Trust
Company of St. Louis may be able to give further informa-
tion.

*Scotts Bluff, Neb. — It is reported that Wilkinson & Van-
dees of Denver, who have bought the Cross & Roberts'
Electric Light Company of Scotts Bluff, will build an elec-
tric railway from Scotts Bluff to Gering.

Trenton, Lakewood & Seacoast Railway, Trenton, N. J. —
As soon as weather conditions permit, construction will be
begun on the proposed extension along Ocean Avenue from
Atlantic Avenue to the Manasquan Inlet, and it is expected
that the line will be ready for traffic this summer. The
road will be built under the charter granted the Point Pleas-
ant Electric Light & Power Company, but the rolling stock
and equipment of the company is to be controlled by the
Trenton, Lakewood & Seacoast Railway, and the line will
be operated in connection with this company's Lakewood-
Point Pleasant system. An extension is being planned from
Point Pleasant to Manasquan to connect with the Atlantic
Coast Electric Railway. In connection with this branch the
company is now considering plans for the construction of
a drawbridge over the Manasquan River inlet. A survey
is being made for an extension from Trenton to Lakewood.
George 0. Vanderbilt, Trenton, is interested. [Nov. 6, '15.]

International Railway, Buffalo, N. Y. — Plans are being
made by this company for extending its line from the upper
Grand Island Ferry on the Niagara River to the wharf of
the Wickwire Steel Company, IV4, miles. Application will
be made to the Public Service Commission for the Second
District of New York as soon as the company obtains the
necessary right-of-way across private property along the
river bank. The present Grand Island ferry line operates
as a stub service from Riverside Park, charging a 5-cent
fare for a distance of about a mile.

*Youngsville & Jamestown Trolley Company, Jamestown,

N. Y. — It is reported that this company will begin work in
the spring on the construction of a line from Sugar Grove,
Pa., to Jamestown, N. Y. Surveys have been made and
much preliminary work done. Eventually the road may be
extended from Jamestown to Erie. R. L. Davis is interested.

Long Island Railroad, New York, N. Y. — It is reported
that this company contemplates bridge construction requir-
ing about 1000 tons of steel.

Niagara River & Eastern Railway, Niagara Falls, N. Y. —
A bill of incorporation has been granted by the railroad
committee of the Dominion Parliament to the Ontario-Niag-
ara Connecting Bridge Company, which has been incor-
porated to construct a general traffic bridge across the lower
gorge in the vicinity of the Ontario Power Company's trans-
mission cables. The new bridge will afford connections be-
tween American and Canadian electric lines, which is the
primary object of its construction. It is reported the plant
of the Niagara River & Eastern Railway, whose petition
for a certificate of necessity to build a double-track trolley
line from the Niagara River to Lockport is now before the
Public Service Commission for the Second District of New

York, proposes to use the structure to connect with Cana-
dian traction lines and connecting at Lockport with the In-
ternational Railway and the Lockport and Rochester electric
lines. The incorporators of the Niagara Connecting Bridge
Company are R. W. Wood, Toronto; Alexander Fraser,
Niagara Falls, Ont., and George G. Shepard and Alexander
J. Porter, Niagara Falls, N. Y. The company has already
obtained a charter from Congress and from the New York
State_ Legislature. [Nov. 13, '15.]

New York State Railways, Utica, N. Y.— The Public
Service Commission for the Second District of New York
has approved the plans of the New York State Railways
for the new tracks made necessary in Whitesboro Street,
Utica, and the village of Yorkville by the construction of the
new canal bridge. The commission on March 1 approved
the two franchises for the new single tracks which will be
laid. The old tracks will be torn up. Both of the fran-
chises are to be assigned, with the approval of the com-
mission, to the Utica, Clinton & Binghamton Railway with
the proviso that the franchises and the new lines will be in-
cluded in the lease from the Utica, Clinton & Binghamton
Railway to the Utica Belt Line Street Railway, one of the
predecessors of the New York State Railways.

Cincinnati (Ohio) Traction Company. — It is reported that
construction will be begun about April on this company's
extension to Bond Hill.

Brant ford (Ont.) Municipal Railway. — The bill which
gives the city of Brantford the right to operate the Grand
Valley Railway under the name of the Brantford Municipal
Railway, has passed the railway committee of the Canadian
House of Commons. The line extends from Brantford to
Gait through Paris and Dumfries. At the instance of John
Fisher, M.P., an amendment was made providing that the
municipal corporation shall be subject to the same by-laws
as applied to the Grand Valley Railway and that it shall be
liable to the same rates and taxes as the Grand Valley Rail-
way would if it continued to own and operate the road.

Toronto, Ont. — The engineers of the Provincial Hydro-
Electric Commission have submitted plans and estimates to
Sir Adam Beck covering seven radial railway lines in West-
ern Ontario. Surveys and estimates of the cost of construc-
tion, operation and traffic data have been completed on the
following lines, except in the case of the route through Ham-
ilton, which is awaiting a decision as to the various routes
through the city, under consideration: Toronto, Port Credit
and Oakville to Hamilton, this line to connect at Port Credit
with the Toronto-London line already approved by the voters
of the municipalities interested; Hamilton, Grimsby and St.
Catharines to Niagara Falls; St. Catharines, Welland and
Port Colborne; Dunnville, Port Colborne, Fort Erie, Bridge-
burg and Niagara Falls; Elmira, Waterloo, Berlin, Preston,
Gait and Hamilton; Owen Sound, Chesley, Brussels, Sea-
forth, Woodham and Kirkton. This line will connect with
that covering the St. Mary's, Stratford, Toronto line, and
with the Toronto-London line at Granton. According to Sir
Adam Beck the commission is prepared to recommend these
projects to the municipalities, whether separately or as a
system.

*Doylestown, Pa. — Plans are being considered to con-
struct a line from Doylestown to Boyertown via Perkasie,
Trumbauersville and Pennsburg. It is reported the Perkasie
Board of Trade has indorsed the project.

Northwestern Electric Service Company, Erie, Pa. — Thi?
company, which has taken over the Northwestern Pennsyl
vania Railway, will construct a 3% -mile extension to connect
the present northern and middle divisions of the railway
near Cambridge Springs, upon the completion of which,
through service will be operated between Erie, Meadville
and Linesville. Construction work will commence on April
1 and it is expected that it will be completed by Jan. 1.

*Monongahela, Pa. — It is reported that negotiations have
been completed by a number of Pittsburgh, New York and
Washington capitalists, represented by Thomas A. Taylor of
Pittsburgh, for the transfer of the property and rights-of-
way of the abandoned Monongahela, Ellsworth & Washing-
ton Street Railway, which was formed to build a line from
Monongahela to Washington. It is stated that construction
will be begun at once, and as soon as wires are strung the
line already completed will be placed in operation.

March 18, 1916]

ELECTRIC RAILWAY JOURNAL

587

Houston, Richmond & Western Traction Company, Hous-
ton, Tex. — It is reported that a survey has been begun be-
tween Gonzales and San Antonio on this company's proposed
line. At a recent meeting of the board of directors of the
company, C. C. Godman, Kansas City, was elected president,
E. Kennedy, Houston, vice-president, and C. E. Hansen, San
Antonio, treasurer. James Bailey Wells and W. L. Gardien,
Gonzales, and C. E. Hansen of San Antonio were elected to
the board of directors. [Feb. 12, '15.]

*Marlin, Tex. — The construction of an interurban railway
between Marlin and Waco, 35 miles, is being promoted by
C. C. Moser, Dallas, and associates.

Seattle, Wash. — The Board of Public Works has awarded
the contract for steel rails for the Ballard and Fremont
bridges to the Seattle Frog & Switch Company, Seattle, on
its bid of $7,075.64. The city of Seattle will lay and main-
tain double tracks on both bridges and will exact a rental
from the Puget Sound Traction, Light & Power Company for
the use of these structures.

SHOPS AND BUILDINGS

Kansas City, Kaw Valley & Western Railway, Bonner
Springs, Kan. — This company reports that contracts will
soon be let for the construction of new repair shops.

New York Municipal Railway Corporation, Brooklyn, N. Y.

— Bids were opened by the Public Service Commission for
the First District of New York on March 10 for station finish
work on seven stations of the new Broadway subway, the
lowest bidder being D. C. Serber, New York, at $344,716.
The lowest bid for completing station finish on the Hunter's
Point Avenue station on the Queensboro subway was sub-
mitted by the Degnon Contracting Company, New York, at
$32,319.

Tidewater Power Company, Wilmington, N. C. — This
company's carhouse and machine shops at Ninth and Orange
Streets, Wilmington, containing two city cars, a suburban
car and other valuable equipment, were destroyed by fire
on March 1. The loss is estimated at $50,000.

Scioto Valley Traction Company, Columbus, Ohio. — It is
reported that this company is considering the construction
of a new interurban station at Columbus.

POWER HOUSES AND SUBSTATIONS

Algiers Railway & Lighting Company, New Orleans, La.
— It is reported that this company is contemplating improve-
ments to its power plant.

Kansas City, Kaw Valley & Western Railway, Bonner
Springs, Kan. — A report from this company states that it
will construct two new substations. The company will pur-
chase two substation outfits complete.

Alabama Traction, Light & Power Company, Ltd., New
York, N. Y. — Plans have been made by the Alabama Trac-
tion, Light & Power Company to make expenditures totaling
more than $2,000,000 on the properties of the Alabama
Power Company, its principal subsidiary, in order to meet
the heavy demand for electric power in the Birmingham dis-
trict. A fifth unit of 15,000 kw. will be added to the hydro-
electric station at Lock 12 on the Coosa River, which now
has 60,000-kw. capacity. A new steam generating station
of 20,000-kw. capacity will be erected on the Black War-
rior River in the center of the Alabama coal fields, giving
the company 40,000 kw. of steam capacity, it already having
20,000 kw. at Gadsden. In addition to this the company
will largely extend its system of transmission and dis-
tributing lines.

Goldsboro (N. C.) Electric Railway. — This company re-
ports that during the next two weeks a contract will be
placed for one 150-kw. motor generator set.

Mansfield Railway, Light & Power Company, Mansfield,
Ohio. — This company is contemplating the purchase of a
new 3000-kw. turbine with condenser and cooling tower and
a 500-kw. 60-cycle rotary converter.

Choctaw Railway & Lighting Company, McAlester, Okla.
— -A court order has been issued authorizing the receiver of
this company to issue receiver's certificates in the amount
of $130,000 for improvements and extensions. Among
other plans, it is proposed to extend the lines of the com-
pany to furnish power to mine operators and to purchase
the power plant at Wilburton.

Manufactures and Supplies

ROLLING STOCK

New York Central Railroad, New York, N. Y., is asking
for prices on equipment for new multiple-unit cars.

Freeport Railway & Light Company, Freeport, I1L, ex-
pects to purchase one single-truck closed motor car.

Frankford, Tacony & Holmesburg Street Railway, Ta-
cony, Pa., has remodeled six short double-truck vestibule
cars into folding-door, pay-within cars.

Indianapolis Traction & Terminal Company, Indianapolis,
Ind., is contemplating the purchase of twenty-five inclosed
city cars of the pay-within type. The cars will be substan-
tially of the same design as now operated in Indianapolis,
except that they will be of the prepayment type.

City Light & Traction Company, Sedalia, Mo., has ordered
seven cars from the American Car Company. This order
was published as a report in the March 4 issue, but the cars
will be of the American Car Company's light weight type,
and not the"Haller" type as previously reported.

Grand Rapids, Grand Haven & Muskegon Railway, Grand
Rapids, Mich., has ordered three freight car bodies from the
Niles Car & Manufacturing Company, eight trucks from the
Baldwin Locomotive Works, ten No. 201-A railway motors
from the General Electric Company and five P.C. control
equipments.

Manhattan & Queens Traction Corporation, New York, N.

Y., noted in the Electric Railway Journal of Feb. 12, as
having ordered seven new prepayment center-entrance
cars from the Cincinnati Car Company, has specified the fol-
lowing details for this equipment:

Seating capacity 54

Weight of car body. . . .15,000 lb.

Bolster centers 2.2 ft.

Length of body (no vestibules),
43 ft. 6 in.

Width overall 8 ft. 11 in.

Height, rails to sills 26 in.

Body All steel

Interior trim Cherry

Headlining. .None, carline finish

Roof Arch

Underframe Steel

Air brakes West.

Control West. K.

Curtain fixtures. . .Cur. Sup. Co.
Destination signs Hunter

Door-operating device,

Nat'l Pneum. Co.'s, manually
operated

Fare boxes Johnson

Fenders H. P.

Heaters Consol.

Motors,

2 West. 337-C. (To be trans-
ferred from present cars)

Seats 20 slat cross-seats

Step treads Feralun

Trolley retrievers Earle

Trucks

St. Louis 99-D (to be trans-
ferred from present cars)
Ventilators,

Ry. Utility, Honeycomb

TRADE NOTES

Perry Ventilator Corporation, New Bedford, Mass., has re-
ceived an order to equip with ventilators the 100 new cars
which are now being built by the Cincinnati Car Company
for the Pittsburgh (Pa.) Railways.

Edison Storage Battery Company, East Orange, N. J., has
appointed George D. Smith, for the past two years super-
visor of agencies for the General Vehicle Company, Inc., as
special assistant to Harrison G. Thompson, vice-president
and general sales manager of the Edison Company.

Westinghouse Electric & Manufacturing Company, East
Pittsburgh, Pa., held its sixth annual banquet under the aus-
pices of the Westinghouse Club at the Fort Pitt Hotel. The
principal speaker, William L. Saunders, vice-chairman of
the Naval Consulting Board, and chairman of the board of
directors of the Ingersoll-Rand Company, New York, gave
an address on "Industrial Preparedness for Peace and War."

Capt. A. M. Wilson, formerly representative of the Galena-
Signal Oil Company on the Pacific Coast with headquarters
at Portland, Ore., has been appointed resident manager of
the company at Indianapolis, Ind., as successor to L. Jkl
Drake, Jr. As announced on page 482 of the March 4
issue of the Electric Railway Journal, Mr. Drake has
been elected vice-president and director of the Galena-Signal
Oil Company and will move to New York City.

Canton Culvert & Silo Company, Canton, Ohio, has re-
ceived from the Court of Appeals of the District of Colum-
bia exclusive right to use the word "No-Co-Ro" as a trade-
mark in connection with the use of its sheet metal. This de-
cision was the result of a suit between the Canton comp&ny
and the Consolidated Car Heating Company, in which the

588

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 12

Canton company stated that it had used the term since
February, 1909, as a trademark in connection with the sale
of its sheet metal which it claimed was particularly adapted
to the use of electrical resistances.

ADVERTISING LITERATURE

Sprague Electric Works of General Electric Company,
New York, N. Y., have issued a catalog describing and list-
ing their various types of electric fans.

Ohmer Fare Register Company, Dayton, Ohio, has issued
a bulletin entitled "Human Nature Analyzed and Utilized,"
in regard to its fare register system.

National Tube Company, Pittsburgh, Pa., has issued sheet
No. 1 which makes a notation of some corrections to be mad«
in this company's Catalog J-1915.

Drew Electric & Manufacturing Company, Indianapolis,
Ind., has issued a sheet on its motorman's safety mirror for
reducing boarding and alighting accidents.

Union Switch & Signal Company, Swissvale, Pa., has is-
sued a bulletin which outlines the facilities of its forging
and casting department for making railroad and general
forgings.

R. D. Nuttall Company, Pittsburgh, Pa., has issued a con-
densed reprint of the specification for heat-treated gears and
pinions, as recommended by the American Electric Railway
Engineering Association, 1915.

Westinghouse, Church, Kerr & Company, New York,
N. Y., have issued a circular, "Testing the Aggregate,"
which shows the saving resulting from blending sand and
stone screenings in concrete construction.

William Wharton, Jr., & Company, Easton, Pa., have is-
sued bulletin No. 2 describing their specialties, including
"W-J" switch stands, Wharton-O'Brien insulated switch
rods, adjustable switch cranks and insulated gage rods.

Titanium Alloy Manufacturing Company, Niagara Falls,
N. Y., has issued a bulletin which analyzes the composition
and describes the application of its various types of titanium
aluminum and other standard bronze castings. Magnified
cross-section views of the alloys are reproduced. The bulle-
tin contains additional information regarding its alloys and
also other scientific data, besides that which was published
in the company's last year's catalog.

Electric Service Supplies Company, Philadelphia, Pa., has
issued a general catalog of the Garton-Daniels lighting ar-
resters. The catalog is divided into four sections, so ar-
ranged as to make easy the selection of proper apparatus
for any set of conditions. Part 1 contains descriptions and
price lists of a.c. arresters up to 20,000 volts, d.c. arresters
up to 2400 volts, arc circuit lightning arresters for both a.c.
and d.c. circuits, panel-board arresters and lightning arrester
cross-arm hangers. Part 2 covers choke coils and discon-
necting switches. Part 3 explains the construction and oper-
ation of a.c. and d.c. arresters. Part 4 includes general
rules for the installation of lightning arresters, grounding,
distribution, inspection, and contains diagrams showing the
proper method of installation.

Titanium Alloy Manufacturing Company, Niagara Falls,
N. Y., has issued a 110-page book of high technical caliber
on the subject of ferro carbon-titanium in steel-making.
This begins with a brief description of the material, and a
discussion regarding its use in general in connection with
the manufacture of steel. Following this, more extended
discussions are presented on the treatment of various forms
of steel, such as steel castings, forging steel, structural steel,
rails, sheet steel, wire and tubing. There is given, also, a
study of the action of the alumina in steel and a brief
treatise on the determination of alumina in steel. The book
concludes with two chapters covering castings of bronze
and titanium aluminum bronze. Throughout, the book is
notable for its illustrations, among which are some remark-
able microphotographs and sulphur prints of steel in various
forms as well as a number of highly magnified cross-sections
of galvanized and tinned material.

NEW PUBLICATIONS
Purchasing. By H. B. Twyford. D. Van Nostrand Com-
pany, New York, N. Y. 236 pages. Cloth, $3.
To electric railway purchasing agents who desire a com-
prehensive and critical discussion of the proper methods to
be used in purchasing work, no publication known is as

worthy of commendation as Mr. Twyford's book. Covering
in nineteen pages the general theory and ethics of buying,
the author then devotes all his attention to the practical side
of the question — to an analysis of the purchasing organiza-
tion and its functions, to a description of its work and the
devices used therein, and to an illustration of general
methods by the actual practices in certain specific and
diversified lines. The practical side of the book is well
indicated by the fact that it contains 112 charts, diagrams
and forms aptly emphasizing the main points of the text.
Electric railway purchasing agents will find information of
particular interest in the special chapter about purchasing
for railway construction and operation, based on the writer's
experience with the Underground Electric Railways of
London, England, and in a similar chapter describing the
purchasing routine of the J. G. White Engineering Corpora-
tion. The book as a whole shows the results of the writer's
personal experiences in the endeavor to secure economies
through regulated and right buying, and as such is worthy
of careful perusal.

Cost of Urban Transportation Service. By F. W. Doolittle,
Director Bureau of Fare Research, American Electric
Railway Association. Published by the Association, 8
West Fortieth Street, New York. 467 pages. Cloth,
$3.50.

About a year and a half ago the Bureau of Fare Research
began its work of investigating the many factors affecting
the cost of passenger transportation service. Special stud-
ies of the bureau on particular points have been published
from time to time in the technical and association press, but
now all the investigations bearing on the cost of service have
been assembled under the above-stated title. The book con-
stitutes Volume II of the Proceedings of the American Asso-
ciate, bound in the usual report form. A copy will be sent
to each member company, but in view of the contents the
book will also be sold separately to anyone interested in the
economics of electric railway operation.

An extended reference to the invaluable character of this
work is made in the editorial columns of this issue. The
book is divided into five sections, Part I dealing with the
costs occasioned in creating electric railways and with the
costs of developing and operating them as going concerns.
Part II is devoted to an analysis of the nature, tendency and
measurement of costs, or according to the chapter divisions,
the anatomy of the 5-cent fare, the tendency of operating
costs, utility capital and its replacement, the actual returns
secured in the traction business and units of comparison.
Part III contains six chapters on the characteristics and
measurements of service, most of which information was
published last year in the Electric Railway Journal in Mr.
Doolittle's series of articles on traffic survey work.

With Part IV the author turns from outlining general
parts and principles to applying them to the concrete and
specific problems of cost involved in the extension of the
area served, in the extension of transfer privileges, in the
compliance with service standards and in the study of rapid
transit. In this section Mr. Doolittle also discusses at length
the cost of competing forms of transportation and the effect
of the rate of fare upon the riding habit.

Part V describes briefly the cost-of-service and value-of-
service theories, and summarizes the considerations which
have made cost of service a controlling factor in rate regu-
lation. Mr. Doolittle mentions the relation between the cost-
of-service theory and efficiency in management, and then
shows the importance of this theory in two types of regula-
tion— that by contract, as exemplified by the Cleveland Rail-
way case, and that by continuous regulation, well illustrated
by the case of The Milwaukee Electric Railway & Light
Company.

ORGANIZATION OF EXPORT BUYERS

The Export Buyers' League is about to be formed by J.
R. Pels of the Warner Sugar Refining Company, and F. M.
Moore of Alexander & Baldwin, Ltd., representing Hawaiian
Island sugar interests. It will be associated with the Pur-
chasing Agents' Association of New York, which is a branch
of the National Association of Purchasing Agents, of which
E. G. Hendricks, New York, is secretary. The New York
association holds meetings monthly. The next meeting is to
be held on March 21, and will be addressed by several promi-
nent speakers.

ectri

way

Published by the McGraw Publishing Company, Inc.
Consolidation of Street Railway Journal and Electric Railway Review

Vol. XL VII

NEW YORK SATURDAY, MARCH 25, 1916

No. 13

" f— "

LIABILITY FOR

DEFECTIVE

MATERIALS

Up to last week our state courts
and the United States Circuit
Courts have followed the rule that
manufacturers were not liable for injuries resulting
from defective materials except in cases where the arti-
cle concerned was "inherently dangerous," such as a
firearm, poisons, etc. The New York Court of Appeals
has now reversed this rule, and its decision is of con-
siderable interest in the electric railway industry. The
case was one in which the owner of an automobile sued
the manufacturer for injuries resulting from the col-
lapse of a wheel after the car had been in use for a
year. The motor-car manufacturer showed that he did
not make but had bought the wheel from a reliable con-
cern. But the court has now decided that as the "manu-
facturer of a finished product" the motor-car company
is responsible for all defective parts and "was not at
liberty to put the finished product on the market with-
out subjecting the component parts to proper test."
The collapse of the wheel was shown to have been due
to defective wood, and this appears to have been con-
clusive to the court. The layman is likely to wonder
how the manufacturer could be expected to discover a
defect in a wheel which did not develop until after a
year's constant use. Nevertheless the Court of Appeals
of New York decides that such a responsibility rests
upon the manufacturer — "the duty of vigilance exists
whether you call the danger inherent or imminent," and
thus a new terror for manufacturers — and a new safe-
guard for the public — is established.

THE

"SAVING" BY
TICKETS

Every once in so often the sug-
gestion is put forward that a
railway company can save a great
deal of money if it issues tickets at reduced rates, be-
cause if passengers do not have to stop to receive
.change, their ingress into prepayment cars will be
facilitated and they will not delay others wishing to
board the car. We notice that this idea is again being
exploited in the pages of one of our engineering con-
temporaries. The theory is based, however, on a false
premise. A few reconverted cars may have inadequate
storage space for passengers, but with the modern pre-
payment car there is rarely serious delay to car move-
ment caused by a blockade of passengers waiting for
the conductor to make change. But if there was much
more time lost than there is, the remedy would usually
be worse than the disease. With six tickets for a quar-
ter, there would be a direct reduction of 16 per cent in
gross receipts for all passengers who buy tickets, and
there would be the additional expense of the tickets and

the danger of their being counterfeited. When prepay-
ment cars were first introduced there was a fear that
there would be some trouble from this cause, but ex-
perience has shown that it was unfounded. People get
used to presenting the exact fare when they have it,
or, if not, a small coin that can quickly be changed.
Indeed, the tendency is to give up the use of tickets
even for elevated and subway service where they can
be sold in quantities even at no reduction from the
standard price. The case of the Boston Elevated Rail-
way, as was described in the Electric Railway Jour-
nal for Jan. 8, is an example.

STANDARDS
SHOULD
CHEAPEN COST

Communications by H. H. Adams
and W. G. Gove, published on an-
other page of this issue, show
plainly that the ultimate price-reducing influence of
Association standards has been at least an important
reason for their introduction. The mere establishment
of standards, however, does not complete the operation.
To be effective, standards must be used, and this fact,
apparently, is one that many member companies fail to
grasp. They are neglecting an opportunity, although
their way is not barred by any real physical difficulty.
By the time an association standard is established, it
has run the gauntlet of literally unrestricted criticism
and has been subjected to revision from a dozen differ-
ent sources. Even "those who can never look beyond
the confines of their own properties," as Mr. Gove puts
it, can exert an effective restraining influence merely on
the peculiar grounds of their own alleged "local condi-
tions," and when a proposed standard finally acquires
a place in the Engineering Manual, it is truly susceptible
of universal application. In its final form it is a com-
promise between many conflicting ideas, and if the con-
flict has been too great for generally satisfactory adjust-
ment the standard never gets beyond the committee.
Back of the whole procedure there has obviously been
the idea that when the electric railway industry can
stand as a single unit on matters of common practice
its buying strength is increased enormously and the
conception of something on which the various companies
could get together solely for commercial purposes ap-
pears in more than half the items composing the associa-
tion's list of standards and recommendations. How-
ever, without co-operative action the efforts devoted to
establishing such compromises are wasted. The stand-
ard brakeshoe, for example, is doubtless no better
than one that is a half inch shorter or longer, and a
master mechanic may be perfectly justified, on techni-
cal grounds, in saying that his own particular design

590

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 13

is just as good. Where he is not justified is in over-
looking the fact that a universally-used standard would
permit the manufacturers to base their production
practice upon the normal demands of the whole industry
rather than upon the fluctuating activities of their sales-
men, and the resultant cheapening of cost would inev-
itably come back to the railways through the action of
competition. That it should be the larger properties
with their wealth of engineering talent who are ob-
structing this well-conceived plan to aid the electric
railways, is not alone distressing. It is a reflection upon
the common sense of the whole industry.

THE ANNUAL MAINTENANCE NUMBER
While the annual maintenance number issued last
week is fresh in the minds of the readers of the Elec-
tric Railway Journal, the editors wish to summarize
very briefly a few salient features of some of the leading
articles which contain so much data of immediate and
permanent value. In view of the alarming increase in
the up-keep cost of track, line and rolling stock in
recent years the men who are responsible for the physi-
cal equipment of a railway property have every incentive
to eliminate unnecessary elements of expense. They
will, therefore, appreciate the radical character of the
articles in last week's issue, using the word radical in
its true sense of getting at the root of things. Take,
for example, the discussion of a shop planning system
by F. P. Maize, which describes a successful attempt to
reduce both labor and material costs by merely elimi-
nating losses.

Again, the analysis of Cleveland Railway track costs
on a unit basis furnishes interesting data of a different
character, but having the same fundamental value in
that it permits comparison which cannot but suggest
means of cost reduction. The study of maintenance
costs of the Detroit River tunnel locomotives add to
the meager but growing store of information in the
electrification field and furnishes a basis for future
estimates.

Mr. Harte's article on overhead construction puts
at the disposal of overhead men the results of the
extensive and varied experience of the Connecticut
Company. The summary of gas-welding practice on
several railways brings together a remarkable collec-
tion of information in this important field. In the spe-
cial department on "Equipment and Its Maintenance,"
nearly eclipsed by the more pretentious articles, there
are several of excellent value. Under the simple but
striking caption "Why Trolley Wire Wears Out," S. L.
Foster inferentially suggests the ways in which it can
be prevented from wearing out so fast. G. H. McKelway
describes an ingenious device for use in drawing cur-
rent from a trolley wire without interrupting traffic,
and H. H. Buchman tells how he "killed two birds with
one stone" by sheathing some old cars with steel. All
of these articles, and others which have not been
specifically mentioned, taken together form an epitome
of current maintenance practice which, it is believed,
will be of real and practical service to the electric rail-
way industry.

CO-OPERATION BETWEEN CLAIM AND TRANSPOR-
TATION DEPARTMENTS

In the important task of accident prevention close co-
operation between the claim and transportation depart-
ments is clearly invaluable. This is generally appreci-
ated. Without any intention of throwing cold water
upon -enthusiastic team-play between such departments,
however, it is well to consider the field in which each
can be of the greatest usefulness in work of this kind.

The main service of the claim department naturally
concerns itself with the settlement of accident cases,
and, so far as practicable, outside the courts. By rea-
son of exceptional facilities for accident analysis, this
department is always in a position to supply the trans-
portation branch of the company organization with in-
formation of the utmost interest and worth to the op-
erating man, to say nothing of the benefits to the me-
chanical department resulting from the investigations
of the claim agent and his assistants. Then too, the
claim department's knowledge of accident causes ren-
ders its staff helpful to the public at large in a good
many cases. These conditions qualify a well-conducted
department of this kind to submit expert advice to the
transportation department, and through a very wide
range of operating practice.

As the importance of prevention has become appreci-
ated, the broad knowledge of the claim department is
being turned to account more and more in campaigns
against the occurrence of accidents. Some of the best
work in this field has been done by claim agents. Their
experience with the public specially fits them to under-
stand the point of view of the individual patron and
unquestionably enables them to appeal for "safety first"
in terms which the average man and woman find thor-
oughly familiar. The claim agent's point of view is
also more detached than that of the operating man as
he travels about the system, and this, combined with
the minute study of accidents which falls to the claim
department, make its conclusions and recommendations
worthy of the most serious consideration by the trans-
portation department.

These recommendations, however, should practically
always be put into effect through the proper channel,
not only to maintain the highest standards of discipline
in the transportation department but also to enable
the latter to pass upon the submitted views and sugges-
tions of the claim agent and his subordinates before
they are turned over to the operating organization for
service trial. Whenever a representative of the claim
department, for example, gives an illustrated talk on
safety before a body of platform men, inspectors, etc.,
the announcement of the meeting should be made by
the appropriate transportation official, who should be
present in person or represented by another trans-
portation executive of standing in the eyes of the men
when the lecture is given. Everything of this sort
should be handled under the auspices of the transpor-
tation department.

The giving of direct advice and suggestions by claim
department representatives to men actually engaged in
car service at the moment is liable to disturb the

March 25, 1916]

ELECTRIC RAILWAY JOURNAL

591

smoothness of operation, although of course an im-
portant exception should be made in connection with
advice offered to prevent an immediate accident. One
difficulty about such informal advice is that it often
develops the fact that the giver has never operated a
car himself or is not familiar with all of the conditions
in the transportation department facts which go far
to nullify the usefulness of the advice in the eyes of
the uniformed employee. Exigencies of which the claim
department is not aware sometimes dictate the use of
rolling stock or the handling of traffic under unfavor-
able conditions, and where the transportation depart-
ment has an opportunity to weigh the ideas of the claim
department and is with the rarest exceptions the sole
channel for putting operating practices into effect, the
efficiency of inter-departmental co-operation is sure to
run higher than where the lines of mutual activity are
less clearly denned.

COST OF STOPPING A CAR
Recently two of our readers, apparently interested in
the matter of the economies that accompany the skip
stop, have asked us to state the cost of stopping and
starting a surface car. We would feel fortunate if we
were able to make a direct answer, but the problem, like
that of the proper size for a cart wheel, involves by
far too many variables to be definitely solved even for
a special case, let alone a general one.

Even at the very beginning of such an investigation
there arises the question as to whether the problem is to
be limited to the cost of any one particular stop, or
whether it is to be expanded to include the results that
would be attained if a large number of stops were
either introduced or eliminated, thus affecting schedule
speed. The latter alternative, of course, would have
to be accepted in case the answer to the problem is to
be applied in a discussion of the merits of a skip-stop
scheme. Yet in this case the actual stops are no more
than a contributing cause ; the real cost of making them
is submerged in the far-reaching effect that their elim-
ination may or may not have upon schedule speed, and
one enters into a maze of contradictory and absurd con-
clusions just as soon as an attempt is made to express
the result of higher speed in terms of expenditure per
stop.

Any single stop, for example, involves a loss of time,
but its elimination would not mean that all the conse-
quent expense would be saved. The time loss for one
stop, amounting to, say, fifteen seconds, could hardly
affect schedule speed even on the shortest of runs. On
the other hand, when a large number of stops are elimi-
nated, an increase of 10 per cent and more may occur
in the speed, and this in turn effects a corresponding re-
duction (or its equivalent) in two-thirds of the oper-
ating expenses, as pointed out by B. F. Wood in the
Electric Railway Journal for Jan. 1, 1916. The po-
tential expenditure involved in a stop may, therefore,
be large, yet the proportion of this expenditure that
may be saved by eliminating the stop depends alto-
gether upon the number of favorable factors that may
be introduced by the surrounding circumstances.

For this reason the phases of the question dealing
with the transportation department cannot be considi
ered unless particular cases are selected and every de*
tail of the operating conditions is known. If a nurn>
ber of stops are to be eliminated the saving must be con-
sidered only with regard to the resulting increase in
schedule speed, and if this problem is worked out by
the method that was followed by Mr. Wood in his ar-
ticle— an analysis of all operating expenses — the direct
expenditure due to each stop would be included in the
general figures and would not require a separate in-
vestigation. There remains, in consequence, only the
possibility of determining the expense that is directly
involved when a car is stopped and started. This in-
cludes consideration of only power and mechanical wear
and tear and must of necessity be no more than the
roughest of approximations. However, on this basis a
generalization may be made.

For the cost of power in d.c. form a unit value of 1
cent per kilowatt-hour may be assumed. This is based
upon a liberal estimate of actual cost at the car on
a railway of moderate size, overhead charges being not
included for arbitary reasons. Assuming a 26-ton car
with four 40-hp. motors, the current input during ac-
celeration on resistance would be of the order of 150
amp. for, say, four seconds and 300 amp. for five sec-
onds. After all resistance is cut out there will be a
draft of current averaging, say, 160 amp. for about five
seconds more, by which time the car would be well un-
der way. At 500 volts this would total approximately
400 watt-hours, having a value of 0.4 cent.

With regard to wear and tear due to stops it may be
said that this affects almost every item in maintenance,
which should amount to some 2.5 cents per car-mile al-
together. Motors, control and air-brake equipment do
work, in city service, that is practically in direct pro-
portion to the number of stops. Even trucks and car
bodies are affected largely by the racking that comes
from rapid acceleration and braking. Some items, wheel
wear and axle wear for example, are not influenced
greatly, but each is generally small in amount when com-
pared with the whole, being of the order of, say, 0.05
cent or 0.1 cent per car-mile. It is thus possible to
say that, generally speaking, wear and tear due to stops
should amount to some two-thirds of the whole cost of
maintenance, or, say, 1.6 cent per car-mile. If the av-
erage car makes ten stops per mile, including those
necessitated by vehicular interference, and the cost of
wear and tear is distributed over all stops, the cost per
stop would be 0.16 cents.

When this figure is added to the previously estimated

i -i t

cost of power, the total direct cost per stop would be-
come 0.56 cent. Since this is the roughest kind of ah
approximation, however, the figure of 0.5 cent per stop
might perhaps be more convenient to use, and this is
presumably close enough to the truth for purposes of
generalization. However, it should be emphasized, as
mentioned previously, that this represents only the di-
rect cost, and that the figure makes no allowance for
the losses in time, which may have a very much larger
cumulative value.

5<)2

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 13

REBUILT CARS — VIEWS SHOWING CARS AT WORCESTER, REBUILT FROM TWELVE-BENCH OPEN CAR; ONE VIEW SHOWING CAR
ARRANGED FOR WINTER SERVICE, THE OTHER AS ARRANGED FOR SUMMER SERVICE

Open Cars Changed to Prepayment

Features of Remodeled Rolling Stock on the Springfield and Worcester Systems Provide for
Rapid Handling of Traffic, Entire Freedom from Boarding and Alighting
Accidents, Convenience of Access and Satisfactory Service at All Seasons

FIFTY-THREE open cars are being remodelled for
all-the-year-around prepayment service by the
Springfield (Mass.) Street Railway and Worcester
(Mass.) Consolidated Street Railway, and as far as the
Equipment has been placed on the local lines, it is giving
excellent satisfaction from the standpoints of the public
and of the operating organizations. The endeavor has
been to secure a commodious car, safety in boarding and
alighting through the use of folding doors and steps,
adaptability to all weathers, easy access and the advan-
tages of prepayment service. The change is being made
at1 a cost, including all new equipment, not exceeding
$1,500 per car, the work for the Springfield lines being
done by the Wason Manufacturing Company, Bright-
wood, Mass., and that for the Worcester lines by the
Osgood-Bradley Car Company, Worcester, Mass.

Thirteen of the Springfield cars are being rebuilt
from fourteen-bench and fifteen from twelve-bench
opens. All the Worcester cars are being converted from
twelve-bench units. The general redesign of the cars
is the same for both roads, the equipment all being of
the double-truck type, with four motors, straight air-
brakes, 33-in. wheels and without interior bulkheads.
The doorway entrance is 32 in. wide, compared with a
frequent allowance of 21 in. to 23 in. in a prepayment
platform car with center post or stanchion. The plat-
form is on the same level as the floor of the car, and
both cross and longitudinal seats are provided. The
converted fourteen-bench cars seat fifty-two passengers
each and the smaller units forty-four passengers. The

fourteen-bench cars when rebuilt are about 44 ft. long
over all, the converted twelve-bench units being about
39 ft. long. All are equipped with GE-80 motors, with
19.67 gear ratio, Standard 050 trucks, Pfingst fenders,
Gold electric heaters, Perry ventilators, GE air brakes,
Murphy sand boxes, Crouse-Hinds headlights, Wilson
trolley catchers and International registers and fare
boxes. A 7-in. Hedley anti-climber, 5 ft. long, is in-
stalled on each end, extending below the present buffer
and braced by 3-in. x %-in. irons.

The provision of a common level for vestibule and car
flooring, with an unusually wide entrance tends to in-
crease the speed of loading and unloading somewhat,
and the step heights are favorable to the free move-
ment of traffic. A maximum of 14 in. is allowed be-
tween the top of the rail and the first step, the riser
heights on the two steps being 13V2 and 12 V2 in., in-
cluding a Vi-in. safety tread 3 in. wide at the edge of
each. The aisles are 27 in. wide between cross-seats,
giving a desirable freedom of movement within. The
fare box and door-operating handle, which also controls
the movement of the entrance steps, are mounted on a
1-in. pipe frame stanchion inside the vestibule, as shown
in the accompanying interior view looking toward the
conductor's post.

Passengers leave by the front door, another feature
contributing to prompt handling of traffic. Slightly less
time is required for loading than on the latest types
of prepayment cars used at Springfield, the unloading
time being about the same. The vestibule doors are

REBUILT CARS CAR FOR SPRINGFIELD REBUILD FROM FOURTEEN-BENCH OPEN CAR; ONE VIEW SHOWING DOORS CLOSED AND STEPS

FOLDED, THE OTHER SHOWING DOORS OPEN AND STEPS DOWN

REBUILT CARS — GENERAL ARRANGEMENT OF 39-FT. CONVERTIBLE CAR FOR WORCESTER, REBUILT FROM AN OPEN CAR

provided with wired-glass sashes carried nearly to the
floor, and the step risers and vestibule head linings are
marked to guide the movement of passengers forward
from the time of boarding to the time of alighting. The
width of the car inside at the usual bulkhead location is
7 ft. 1 in., and the steps are 32 in. long. The step
hanger with steps folded extends only IV2 in. beyond
the car.

In rebuilding, the former cross-seats are dismantled,
but the main framing is left intact. The sills are furred
out even with the side posts and the necessary strips
applied to straighten the posts so that they will re-
ceive the panels, which are of sheet steel and carried to
a point 26% in. above the floor. The top edge is fin-
ished with a pressed steel stool which receives the cur-
tains and sash, these being applied from the outside.
In the Wason cars the space between the underside of
the letterboard and the stool is filled with mahogany
sash, carrying one light of double thick glass. The

sash are fastened to the side of the car with iron battens
over the joints and bolted through the posts with nuts
set in flush on the inside of the post, the bolts being
arranged so that, when the sash are removed, they can
be screwed in tight against the post to stop the holes
and make the finish, the inside of the post being cov-
ered with a 2-in. x Vs-in. strip screwed upon the post
and painted to match the interior finish.

All four corners are provided with double folding
steps, both steps on each side of each platform being
worked as a unit in connection with the double folding
doors. The left-hand steps are arranged to work from
the conductor's control staff, which is placed at a point
approximately under the end plate, the steps on the
opposite side being worked from the motorman's control
staff. The steps are provided with a spring balance to
facilitate easy working.

New flooring is laid as required in rebuilding, and the
previous underframing is utilized, together with the

REBUILT CARS CAB OF SPRINGFIELD CAR LOOKING TOWARD CON lUCTOR'S POSITION AND SHOWING DOOR, STEP-OPERATING HANDLE,

FARE BOX AND REGISTERS; INTERIOR OF WORCESTER CAR CONVERTED FROM TWELVE-BENCH OPEN CAR

,•594

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 13

posts and roof structure. Corrugated floor matting is
provided in the aisles between the cross-seats, and the
latter are of the Walkover type, eighteen being pro-
vided in the case of the fourteen-bench cars and fourteen
in the case of the twelve-bench cars. All seats are of
birch slats without other covering, and the cross-seats
are 36 in. long and 18 in. wide, spaced 14 in. apart in
the clear, with curved backs 15 in. high. The seats are
provided with concave surfaces, but have no foot rests.
TJlere are four longitudinal seats in each car at the
ends, 5 ft. 1 in. long by 2 ft. 4 in. wide, the backs being
12 in. high. The "Faraday" push button signal system
is provided, and the cars are equipped with a row of
23-watt tungsten lamps along each side and supple-
mented by three similar lamps in a central row, there
being nine lamps per side in the larger cars.

The side curtains of the former open cars are re-
moved, cut off and rebound with a flap 2V2 in. wide at
the bottom so as to prevent water from beating in over
the stools. The motorman is provided with a curtain
33 in. wide which is made of old curtain material taken
from the end panels of the open cars and which drops
to within 28 in. of the floor. Straps are attached to
the monitor sill by a 2-in. x 2%-in. iron plate screwed
to the sill. A heater is located under each seat and
"Utility" automatic temperature control is provided.

All the wiring except that between motors and con-
trollers, and other circuits beneath the car is done by
the builders. All cars will shortly be equipped with a
line switch governed by the door opening, so that it
will be impossible to start a car in case the doors are
open. In general, the builders are made responsible for
the superstructural wiring.

The Worcester cars are provided with a smaller top
sash which can be opened by releasing appropriate locks,
the Springfield cars being equipped with single sashes
which are fixed in position and removable only for sum-
mer service. Two grab handles are provided at each
entrance door and one at each exit door. The weights
of the fourteen-bench car before and after rebuilding
are approximately 45,900 and 50,000 lb. respectively.

Montreal Recruiting Car

That the Montreal (Que.) Tramways are taking an
active part in the Canadian recruiting campaign is
evidenced by the accompanying illustration of a sin-
gle-truck car which is being used at the present time

,. y MONTREAL RECRUITING CAR

by the 148th Battalion for recruiting purposes. This
car is placed in the park space on Victoria Square at
St. James Street directly in front of the Queen Vic-
toria monument.

The Siemens-Schuckert Works in Germany have in-
troduced a controller handle and reverser handle made
of iron and wood with which to replace the copper and
brass handle now used on tram cars, so that the latter
may be "mobilized" for army use.

Purchasing Agents Organize

General Objects and Subjects of Discussion for
Columbus Association Are Outlined — Office
Hours for Salesmen Are Utilized
by One Member

''rHE membership of the Columbus Purchasing
X Agents' Association, the organization of which was
briefly described in the Electric Railway Journal of
Jan. 15, page 140, consists of the purchasing agents,
buyers and other persons having authority to specify
and buy, but not primarily engaged in sales, in the city
of Columbus. The association is now a branch of the
National Purchasing Agents' Association. The main
objects of the body are the promoting of friendly rela-
tions among the members, the interchange of ideas, the
familiarizing of the members with the products they
buy, the securing of more uniform purchasing methods,
the standardization of specifications, classifications, etc.,
the gathering and the dissemination of data on buying,
and the improving of existing methods for the diffusion
of market information. From time to time specialists
will be secured to address the members on topics and
problems of importance.

One of the points that should be emphasized, in view
of the erroneous views of some persons in this regard,
is that no prices are divulged in the meetings of the
association. The discussion will cover such topics as
the "order blank," with the idea of producing a more
uniform blank with all necessary information, but with
unnecessary printing eliminated; the standardization
of all forms, with necessary data such as f.o.b. point,
time of delivery, etc., included; methods of making
requisitions ; follow-up methods ; filing systems, etc.

In cases where any members have unfavorable ex-
periences with manufacturers which would reflect upon
the standing of the latter, the incidents will be related
at meetings that are for members only. On the other
hand, when manufacturers show themselves to be above
the average in handling their business transactions, this
fact will also be brought to the attention of the associa-
tion. Thus there will be a decided tendency to eliminate
unscrupulous dealers and make the way easier for firms
maintaining high standards of service and material.

One of the charter members of the association, W.
V. C. Bulkeley, purchasing agent Columbus Railway,
Power & Light Company, has in his department a prac-
tice that will undoubtedly come up for discussion and
probably for emulation. This is the practice of having
office hours for visiting salesmen between 9 a. m. and
11.30 a. m., and of showing this fact on all forms that
pass outside of the company, such as bid, order and
tracer forms and all letterheads. With a large number
of salesmen passing through Columbus, and with a
convenient location in the downtown section, Mr. Bulke-
ley has found it decidedly to his advantage to maintain
these office hours so that he can have the afternoon to
take care of his office work and also that of the store-
rooms, which are under his control., Moreover, it is of
decided advantage to the salesmen to know that there
is a definite time when they can see the official with
whom they desire to transact business. The plan causes
all of the salesmen for the day to visit the office in the
period of two and one-half hours, which naturally
shortens the time consumed by the purchasing agent in
seeing them, and furthermore makes it possible for him
to set special appointments for afternoon meetings,
which are not interrupted. If salesmen from out of
town passing through Columbus happen to arrive in the
afternoon, and it would not seriously inconvenience the
work of the department, they would, of course, be seen,
but inasmuch as the office hours are well advertised they
are generally understood.

March 25, 1916]

ELECTRIC RAILWAY JOURNAL

595

Determining the Actual Length of Ride

Description of a Traffic-Count Method to Show the Average Length of Ride in Urban Electric
Railway Service, and Relative Proportions of Passengers Taking Long,

Short and Average Rides
By D. J. McGRATH

Research Assistant Massachusetts Institute of Technology

IN spite of the occasional traffic counts and investiga-
tions that have been made in various American cities,
there is almost no information available as to the aver-
age length of ride taken by passengers on the urban
electric railways, and with one trifling exception, noth-
ing as to the relative proportions of the passengers
taking long, short and average rides. Many claims
have been advanced by railway operators that they are
carrying passengers too far for the 5-cent fare, and, on
the other hand, some people claim that a large propor-
tion of the patrons have to pay 5 cents to ride a very
short distance.

For the purpose of obtaining some positive data upon
this subject and to develop and test a method for ob-

■ Surface Routes Investigated
i Washington-Street Rapid Transit Line

— Cambridge Rapid Transit Subway
OA Winter Summer Street Station »E Park Street Subway Station

O H Sullivan Square Terminal •F North Station

OC Dudley Street Terminal •<? Harvard Square Station

1? D Forest Hills Terminal

TRAFFIC COUNT — FIG. 1 — SHOWING SINGLE-FARE UNIVERSAL-
TRANSFER AREA OF BOSTON ELEVATED RAILWAY AND
REPRESENTATIVE LINES

taining such data, the research division of the electrical
engineering department of the Massachusetts Institute
of Technology secured permission from the Boston
(Mass.) Elevated Railway to conduct an investigation
upon its lines in the spring of 1915. A party of eight
senior students in the electrical engineering course at
the institute volunteered to perform the work of secur-
ing and tabulating the data as their thesis.

That their efforts were successful and the results so
satisfactory was due in no small measure to the assist-
ance and friendly interest of Matthew C. Brush, vice-
president, Edward Dana, superintendent of traffic, and
the transportation employees generally of the Boston

Elevated Railway. James A. Emery of the Department
of City Transit, Philadelphia, furnished some valuable
suggestions from his experience with traffic investiga-
tions in that city. The agreeable attitude of the general
public of Boston was, of course, the one most essential
factor in the success of this work. That out of about
10,000 persons questioned only an occasional refusal to
give information was met with, speaks well for the
attitude of the public and the spirit of the students who
were conducting the work.

The inbound traffic on six representative lines of the
surface system was studied, as well as the outbound
traffic from the center of Boston on the north and south-
bound rapid transit line. The amount of data thus
obtained came from only a comparatively small portion
of the total passenger traffic in and about Boston, and
to make a thorough investigation of this system would
require a somewhat more extensive campaign. The
main object of this particular investigation was to
prove that it is both possible and practicable to deter-
mine with some accuracy the proportions of passengers
taking rides of various lengths on a complicated city
electric railway system.

The results as presented in the following discussion
are valuable in that they demonstrate these important
points :

1. That there is a very considerable amount of pas-
senger traffic throughout the city riding 5 miles or more
for 5 cents.

2. That the amount of extremely long riding, such as
from one suburb through the center of the city out to
another suburb, is appreciable but not abnormally large.

3. That there is a considerable amount of short rid-
ing of 2 miles or less for the same fare, 5 cents.

4. That it is evident on all the lines studied that the
average transfer-passenger rides further than the aver-
age non-transfer passenger, and, moreover, the average
length of ride is still further increased for those pas-
sengers using double and triple free transfers, as is
possible on the Boston system.

5. That the average length of ride, from start to
ultimate destination, of passengers originating on the
lines studied, is as follows :

Route 212, Jamaica Plain to Park Street, Subway 2.9 miles

Route 419, Orient Heights to Scollay Square 3.0 miles

Route 661, Linden to Sullivan Square* 5.4 miles

Route 705, Harvard Square to Subway via North Station 2.7 miles

Route 762, Arlington Heights to Harvard Square* 5.8 miles

Route 907, Newton and Brighton, Park Street to Subway 4.3 miles
Route 907, Newton and Brighton, Park Street to Subway 4.5 miles

♦At these points, passengers transfer (free) to the rapid-transit
trains, which take them in to the center of Boston.

The two counts on the last-named line were made on
different days of the week and on a different running
schedule for the observers, the results checking re-
markably well.

The map, Fig. 1, shows the whole single-fare area
of the Boston Elevated Railway system in which univer-
sal free transfers are offered between surface, subway
and elevated lines. The map also shows the various
locations of the six different surface lines which are
named above.

596

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 13

—

Route 212-J amaica Plain to

Park Street Subway via
South Huntington Avenue —
Friday Feb.5 1915 Weather-Fair
Number of passengers

fur.ni6.hing data - 934
Average length of revenue. ride

2.90 miles _
Length of this route (one way)
6.0 miles

-nr-m-^_

4 5 6 7

Distance in Miles

Route 907 Newton & Brighton to Subway
Wednesday Feb.3,1915 Weather-Light Snow

Number of passengers furnishing data -75fi

Average length of revenue ride - 4.46 miles
Length of this route (one way)-7.1 miles

6 7 8 9
Distance in Miles

11 12 13 14

TRAFFIC COUNT — FIGS. 3 AND 4 — SHOWING THE PROPORTION OF PASSENGERS TAKING VARIOUS LENGTHS OF RIDE ON BOSTON

SURFACE ROUTES 212 AND 907

In order to obtain data in the matter under inquiry,
it was necessary to determine in some way the origins
and destinations of a representative number of passen-
gers on representative lines of the whole railway
system. After formulating and discussing a number of
possible plans, it was finally decided to place two ob-
servers on inbound surface cars of the lines chosen,
these men to note the street where each passenger

TRAFFIC COUNT — FIG. 2 — SHOWING FORM OF SLIP USED IN
SURFACE-LINE INVESTIGATION

boarded the car and to learn by directly questioning the
passenger his intended ultimate destination route.

As the traffic on these lines is quite heavy and the
number of men available for the work was limited, only
a part of all the trips run on a given line on the day of
the count could be covered. Only inbound traffic was
studied, as the fare and transfer system in the intown
stations is so complicated that it would require a second
question to learn the point of origin of outbound pas-

sengers. The reasonable assumption was made that
outbound traffic on the lines studied would probably be
substantially the reverse of the inbound.

A sample of the form of traffic-count slip used in the
surface-line work is shown in Fig. 2. An individual
slip was presented to each cash-fare-paying passenger
as he boarded the car, one of the observers being sta-
tioned at the prepayment entrance of the car for this
purpose. In the upper space on the slip, marked
"boarded," this observer wrote a number designating
the street at which the passenger boarded and then
handed the slip to the passenger, who carried it to his
seat. The second observer went back and forth through
the car, collecting the slips, asking the necessary ques-
tions, and recording the answers on the slips.

Two pairs of observers were assigned to each line,
and they worked practically continuously from 7 a. m.
to 7 p. m. on a schedule prepared in advance. Although
only a portion of all the trips were covered on any one
line, it is confidently believed that sufficient data were
obtained to be representative of average conditions, and
this belief is supported by the close correspondence of
the results obtained on the two different days chosen on
the Newton-Brighton line to check the accuracy of the
method.

In the investigation of the traffic outbound from the
center of the city on the line of the Washington Street
tunnel a different procedure was followed. The Winter
Street station (at point A, Fig. 1) was chosen for
questioning southbound traffic and the Summer Street
station (also at point A, Fig 1) for northbound. These
two stations are located at practically the same point in
the very center of the downtown shopping and business

BOARDED

1 | I N? 6258

PLEASE KEEP THIS CARD FOR THE COLLECTOR

The Boston Elevated Railway is co-operating with the Massachu-
setts Institute of Technology which is making a study of transport-
ation in a number of cities.

Your co-operation is desired and will be appreciated.

Please inform the collector where you are going on the cars, that
is, your final destination, and if change of cars is to be made state the
route you intend to use.

Boston Elevated Railway Co.

Route 419- Orient Heights to Devonshire Street
via East Boston Tunnel
Wednesday Feb.10,1915 Weather-Fair

Number of passengers furnishing data — t>«U
Average length of revenue ride 3.03 miles
Length of this route (oneway) 3.8 miles

18
16
14

■a

I »
o

I 10

a

& 8

I 6
4

Check Count on
Route 907 - Newton & Brighton to Subway
Friday Feb. 12, 1915 Weather-Showers
Number of passengers furnishing data 837_
Average length of revenue ride 4.33 miles
Length of this route (one way) 7-1 miles

-1 1 l__r-L_r-, f-1

5 6 7
Distance in Miles

11 12

6 7 8

Distance in Miles

10

11 12 13

TRAFFIC COUNT — FIGS. 5 AND 6 — SHOWING THE PROPORTION OF PASSENGERS TAKING VARIOUS LENGTHS OF RIDE ON BOSTON

SURFACE ROUTE 419, WITH CHECK ON SURFACE ROUTE 907

March 25, 1916]

ELECTRIC RAILWAY JOURNAL

597

14

"S 12

p

I 10

I 8

o
a

S 4
2
0

Routo762 Arlington Heights to Harvard Square
Thursday Feb. 4, 1915 Weather Fair
Number of passengers furnishing data 915
Average length of revenue ride 5.77 mileB
Length of this route (one way) 5.8 miles
Length of this route (one way) including transfer
to Park Street subwuy station 8.9 miles

B 14
I 12

Summer Street Station
North Bound
Ou route of rapid transit trains to -

Sullivan Square
Thure Feb.25, 1915 Weather Rainy
Number of paBBengera furnishing data-
1880

Niiiv.I.i.f nf xngoiiniFUPII \en tllnfrnlll 1 Intl .1(11 1

Winter Stieet

Station
South Bound

trains to Foreet Hills

Weather Rainy
Tburs Feb.25, 1916
Total number of
paBaengeraiurnlBhing
data-2183
Total number leavlne

Average length o

prev

snue ride -3.0 mileB

Stat

on on trains -10.551
Average leneth of
revenue ride. 4.1

u

1

7 8 9

Distance in Miles

10 11 12 13

01 2 34 56 78901234567
Distance in Miles Distance in MileB

TRAFFIC COUNT — FIGS. 7 AND 8 — SHOWING THE PROPORTION OF PASSENGERS TAKING VARIOUS LENGTHS OF RIDE ON BOSTON

SURFACE ROUTE 762 AND ON RAPID TRANSIT LINES

district. Observers worked at these two stations con-
tinuously from 7 a. m. to 11 p. m. on Thursday, Feb.
25, 1915.

On this work, no riding was done on the trains, but
the passengers were questioned as to their ultimate
destinations while they waited on the platforms for
their trains. Practically all the passengers entering
these stations were cash-fare ones — that is, they began
their ride at this point. This was, of course, before the
present Cambridge Subway extension was opened at
Washington Street. The interval between trains was
generally sufficient to permit the observers to approach
and question a considerable number of waiting passen-
gers. No attempt was made to question all the passen-
gers, only a representative number being desired. The
results showed that the observers succeeded in obtaining
information from a total of about 20 per cent of all the
people entering these particular stations throughout
the day.

As the trains operated in this subway run to the
Sullivan Square and the Dudley Street and Forest Hills
terminals of the rapid transit lin^s and as free transfers
are given to all surface lines radiating from these
terminals, the data obtained in this way covered the
passenger traffic from the business district to a large
part of the suburban territory served by the Boston
Elevated Railway north and south of Boston.

Handling the Public

It did not seem feasible to give any advance publicity
to the proposed traffic counts, and consequently the ob-

servers were obliged to rely on the printed slips and
their own initiative for approaching passengers. In
the tunnel stations slips were not used. Here in con-
spicuous places a large number of printed signs were
hung announcing that a traffic count was being made
and explaining in a few words what was wanted. The
signs were not placed until the day of the count. The
observers in the stations recorded the data furnished
by passengers on large blank sheets instead of on slips
as used in the surface counts. Each observer wore a
nickel-plated badge, bearing the title "Traffic Checker"
and an identification number.

The majority of riders questioned gave the desired
information without undue discussion or explanation,
but some, of course, desired to know all the history,
reasons for, and purposes of the investigation. The ob-
servers soon became accustomed to this and had some
brief stereotyped answer ready. A few refused out-
right to give any information, and an occasional for-
eigner was encountered who could not understand the
proposition or who could not be understood when he
attempted to give the answers. Some of the data taken
down by the observers were later found to be illegible
or obviously incorrect, and these of course had to be
thrown out in working up the results. The sum total
of these exceptions was trifling in comparison with the
total amount of satisfactory data, and it is believed that
no error of appreciable magnitude was introduced be-
cause of them. On the surface lines, 5720 cards were
given out to passengers entering the cars, 5429 were col-
lected, and 5168 were later found to contain satisfactory

Route 661 Linden to Sullivan Square
Tuesday Feb.9,1915 Weather-Fair
Number of passengers furnishing data- 607
Average length of revenue ride 5.41 miles

Length of this route (oneway) 4.3 miles

" Length of this route (oneway) including transfer
to Winter Street Tunnel station 6.7 miles

22
20
18

o !?

a

§ 14
a

E° 12
& 10

5 6 7 8 9
Distance in Miles

10 H 12 13 14 15

Route 705-Harvard Square to North Station
Thursday, Feb.4,1915
Weather-Fair
Number of-passengers

furnishing data 460
Average length of revenue ride

2.63 miles

Length of this route I one way) „
3.2 miles'

■ *

These cars continue through
subway to Raleigh Stieet, but the
traffic counts were made ouly as fur -
as North Station

hTf-n-^

012345 6730
Distance in Miles

TRAFFIC COUNT — FIGS. 9 AND 10 — SHOWING THE PROPORTION OF PASSENGERS TAKING VARIOUS LENGTHS OF RIDE ON BOSTON

SURFACE ROUTES 661 AND 705

598

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 13

Table Showing Increase in Length of Ride with Number or
Free Transfers Used

No 1 2 3

Transfers Transfer Transfers Transfers v.

A A * A °

0>
£1

m

w

m

w

Num

ber of
senger

bo

er of
anger

?§

to .

er of

E^S
bD .

iw cu
° §o

a 5

be .

Num

;engei

<B

m

ci a)

3

C VI

5 ti

zr

c w

5 fS

C EQ

a °s

<d .3

c w
5 d

o.S

O
«

«T

3*

3CU
55*

«r

PfcU

212

630

2.45

198

3.04

86

4.98

20

6.77

934

419

386

2.19

196

3.35

76

6.36

2

7.60

660

661

481

4.95

68

5.55

55

7.32

3

9.37

607

705

336

2.11

97

3.79

27

5.80

0

460

762

614

5.20

275

6.67

22

9.03

4

10.30

915

907

482

4.21

195

4.34

69

5.87

9

10.03

755

Check

837

Count

528

3.92

227

4.46

63

5.57

19

10.15

907

data. The latter figure represents 90.4 per cent of all
the cards given out.

Working up the Data

The office work of computing the length of ride of
each individual and tabulating and analyzing the data
is of course the expensive part of this type of traffic
count. The distance traveled by each individual had to
be measured separately, but this work was greatly sim-
plified and speeded up by the construction of straight-
line charts representing the various surface-line routes.
Each stop along the route was plotted to scale on the
straight-line plot and was numbered according to a
number system adopted for the field work. By the use
of a scale marked off in miles, it was only a matter of
reading the length of ride directly from the chart by
placing the zero point of the scale at the passenger's
origin and reading the distance to the destination.
Connecting lines to which passengers transferred from
the routes under observation were similarly laid out.
Unusual transfer rides for which no charts were made
were measured directly from a map of the railway sys-
tem. For rides from the downtown tunnel stations
tables were made showing the distances to all important
localities, transfer points and terminals, and the ride
of each individual had only to be measured on the map
from the nearest of these tabulated points.

At the same time that the length of each individual
ride was being computed, the number of times the
passenger had to transfer to complete this ride was also
determined (from a knowledge of the system) and all
data entered in the upper part of the slip. In this work
transfers to or from the rapid transit line terminals at
Harvard Square, Sullivan Square, Dudley Street or
Forest Hills were not counted, as the Boston system is
so laid out that in general riders are practically obliged
to make this transfer to reach the center of the city
from the outlying districts.

Finally all data were assorted and tabulated so as to
give, by lines, the numbers of passengers riding less
than 0.5 mile, between 0.5 and 1 mile, between 1 mile
and 1.5 miles and so on by half-mile groups up to the
maximum ride. These results were calculated as percent-
ages of the total number of passengers questioned, and
then plotted. The results for each of the surface lines,
including the check count made on the Newton-Brighton
line, and the results of the tunnel station investiga-
tions are shown in the accompanying figures num-
bered 3 to 10. The plots do not represent any par-
ticular distances or points along the given routes. For
instance, the percentage shown in the 1 to 1.5 mile
group on a given route does not mean passengers board-
ing the car or riding at any specific place on the route
but is made up of all passengers who took a ride at any
point, the length of their riding being within the desig-
nated limits.

The data were also sorted out according to the num-

ber of transfers made by the passengers. Then the
total passenger-mileage for those making no transfers
(ride completed on the original car), those making one
transfer, two transfers and three transfers was added
up and tabulated. The average ride was computed for
these different classes, with the result that on every line
the length of ride showed an increase directly corre-
sponding to the number of transfers. The accompany-
ing fable shows these results in some detail.

Discussion of Results

The main features and significance of the results of
this investigation were pointed out in the summary at
the beginning of this abstract. It is not within the
scope of this particular paper to recommend or suggest
rates of fare for the Boston Elevated Railway system
or any other street railway. That is a general problem,
toward the solution of which the research division at
the Massachusetts Institute of Technology is devoting
some effort. The question of the actual length of haul
of passengers, discussed above, is merely one of the
many factors which are being studied.

It is believed, however, that such a study of the traf-
fic on a complicated urban electric railway system will
furnish valuable information that will amply justify its
expense. Not only does it show the actual and indis-
putable facts as to the length of haul and the effect of
transfer traffic but also possible economies or con-
veniences in the routing of cars may be brought out.
Subsequent to the work of the technology men, the Bos-
ton Elevated Railway transportation officials used this
method to investigate the feasibility of a proposed re-
vision of routes. The same form of slips and badges
for observers were utilized. Practically this same
method of traffic study was adopted in 1912 by the ex-
perts of the Philadelphia Department of City Transit
to determine the best routes for the new rapid transit
subways.

Norwegian Electrification Plans

Plans for the electrification of the Christiana-Dram-
men Railway in Norway will be submitted to a com-
mittee of experts, including two Swiss, one German, one
Swedish and one Norwegian engineer. The represent-
ative committee is necessitated because of the fact that
the system to be adopted for the whole country's rail-
way electrification has to be decided upon now. A gen-
eral plan has already been drawn up for the electrifica-
tion of all the Norwegian railways. The necessary
amount of power has been calculated, and the localities
fixed upon where this power is wanted. The various
transformer stations have also been located, and the
areas for the different power stations have been speci-
fied. The plan involves the purchase of small water-
falls, and it is proposed to build the hydroelectric power
stations by degrees and in such a manner that they
can supplement each other. As regards the Christiana-
Drammen Railway, the source of power supply has not
as yet been determined.

The Electric Railway & Tramway Journal recently
published statistics from the various electric railways
in Great Britain to show the effect of the war upon the
industry. In practically all cases a reduction in service
has taken place, but the effect of the war upon receipts
has been exceedingly variable, some roads having lost
thousands of dollars during the course of the year while
others actually show increased receipts for the same
period. There is a general difficulty in obtaining sup-
plies of material, and prices in general have been found
to have increased.

March 25, 1916]

ELECTRIC RAILWAY JOURNAL

599

Wisconsin Association Ends Meetings

Summary of Taxation Discussion on March 16 — Full Details of Remarks on One- Man Car

Operation at Final Session on March 17

THE Wisconsin Electrical Association, the opening
session of which on March 16 was reported in the
Electric Railway Journal of March 18, page 563,
concluded its work in Milwaukee with a final* meeting on
March 17, when one-man car operation was the subject
of chief interest to electric railways. Before the report
of this session, however, there will be presented a sum-
mary of the discussion on taxation, which as the last
topic at the opening meeting was referred to only briefly
in the preceding report. Elsewhere there are also pub-
lished abstracts of papers presented on March 16 as
follows: "Attitude of Wisconsin Railroad Commission
on Security Issues," by Harold L. Geiss, secretary of
the commission, and "President's Address," by M. C.
Ewing, secretary and manager Wisconsin Valley Elec-
tric Company, Wausau, Wis. Other railway papers not
appearing below will be published later.

TAXATION OF UTILITIES

The main remarks on taxation at the March 16 session
were made by T. E. Lyons, member Wisconsin Tax Com-
mission, who described the tax methods used in Wis-
consin and told why there have been annual increases in
taxation. He stated that in Wisconsin the steam rail-
roads pay 9 per cent and the electric railways 2 per
cent of all the taxes. He explained that the method of
making the tax levies is based on the ad valorem system
as nearly as it can be applied to all property in the
State. The electric and steam railways pay taxes on
the value of all the railway properties, whereas lighting
and power companies and other local industries pay upon
actual assessments. The tax commission has nothing
to do with the amount of taxes assessed but merely dis-
tributes the assessment. The rate of taxes is obtained
by dividing the total amount of taxes required by the
value of all the taxable property in the State. In 1915
the Wisconsin Tax Commission had to distribute assess-
ments which would produce a total of $43,500,000 in
taxes.

Mr. Lyons explained the marked increase in the
amount of taxes as being entirely due to the expendi-
tures authorized by local regulatory bodies and the
public. Taxes, not only for Wisconsin but for the whole
United States, have increased uniformly over a period
of years and will continue to increase as long as the
public continues to authorize improvements. Taxes are
no higher in Wisconsin than in other states, some show-
ing a greater increase per capita and others less than
Wisconsin. The general average increase in taxes from
1903 to 1913 in Wisconsin was approximately 100 per
cent.

Mr. Lyons then described how the commission fixes
value in distributing the tax levy. It is not very diffi-
cult to determine the value of personal property, real
estate or buildings, because they are sold frequently.
There are few instances, however, to guide anyone in
fixing the value of a utility, and it is very difficult to
determine its value To fix a value the commission asks
for reports of everything that could be taken into ac-
count as elements of value, and therewith the commis-
sion attempts to arrive at the cost to reproduce the
property new. Then it takes into account the securities
issued and the average net earnings. The commission
also investigates the history of the company, its present

condition and its prospects, and the gei.eral movement
of property in the vicinity.

Mr. Lyons stated that the physical value could not be
used in all cases, because the commission desired to
know the selling value of the property as the basis for
levying taxes, and with equal physical values the earning
power of two properties might vary greatly. In some
instances, he said, the value was based entirely upon
the yield of the property, the total amount being ob-
tained by capitalizing the average net earnings over a
period of five years. In Mr. Lyons' opinion gross earn-
ings are not an indication of value, because they only
show the volume of business and not the profit. The
value of a property for rate-making purposes is another
matter and should be considered wholly from the stand-
point of how much money was put into the property to
build it up. Its taxation value, however, should be
based upon how much money can be obtained from it
in the way of profits.

In answer to an inquiry Mr. Lyons explained that
when earnings are capitalized to arrive at a basis of
value, 6 per cent is applied to the properties in pros-
perous communities and 10 per cent to the utilities in
the smaller cities and villages. The average rate for
capitalizing earnings, as applied to street railway prop-
erties within the State, is about 6.5 per cent. Even
this basis of fixing value, however, will not do for new
properties, for the results of the first two or three years
of utility operation cannot be made use of as a measure
of value.

F. W. Walker, general manager Milwaukee Northern
Railway, Cedarburg, Wis., suggested that a new factor
had entered into electric railway operation which should
be given consideration in distributing taxes. In the
past electric railways were considered monopolies in the
communities they served, but this had been disproved
by the recent jitney competition. In connection with
the value of water powers, Mr. Walker said that the
rapid progress made in developing the internal combus-
tion engine indicated that it might soon compete with
central-station energy for consumers requiring 50 kw.
or more. Mr. Lyons replied that these factors were
taken care of in part by the reduced earnings, but of
course from the standpoint of prospects they might af-
fect the value of a property.

Operation of One-Man Cars

The morning session on March 17 was devoted to a
paper by H. W. Young, president Delta-Star Electric
Company, Chicago, and to other subjects of interest to
light and power companies. At the afternoon session
R. M. Howard, general manager Wisconsin Railway,
Light & Power Company, Winona, Minn., read a paper
describing his two years' experience with one-man cars.
This appears in abstract form elsewhere. While read-
ing the paper Mr. Howard explained that of the amount
paid out for claims approximately one-half was charge-
able to a test case which the company won in the higher
courts. In response to an inquiry he stated that the
motormen collect and pocket the fares and ring them
up on the register, but do not attempt to issue trans-
fers until the passengers leave the car. Since there is
only one transfer point on the system, the schedules are
made sufficiently flexible to permit the motorman to

600

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 13

take whatever time he requires to issue transfers. The
company has not considered using fare boxes, because
it operates double-end cars in the one-man service, and
the lines are not equipped with loop tracks.

In answer to other inquiries Mr. Howard explained
that the one-man cars operate over 8 miles of single
track with two railroad crossings. Prior to one-man
operation and during the first two years, a schedule
speed amounting to 9 m.p.h. was adopted, but changes
are now being made in switch locations so that the serv-
ice can be speeded up to the extent of 10 m.p.h. and a
twelve-minute headway maintained. The rear doors are
equipped with manually-operated emergency spring
locks which the passengers can open by pulling a chain.
The passengers have not opened these doors except un-
der abnormal conditions, as when the car is crowded and
the entire load is discharged at one point. There is no
objection to opening the rear door at this time because
there is no danger and it shortens the time of unload-
ing.

Mr. Walker was of the opinion that if the motorman
controlled the emergency door lock, he would have just
one more thing to do when he should be completely en-
gaged in handling an emergency. If the rear door was
under the control of the motorman and operated with
pneumatic door engine, it should act upon the release
of the air. Attention was called to the fact that the one-
man cars on the Menominee & Marinette Light & Trac-
tion Company's line in Marinette, Wis., are equipped
with an alarm to indicate to the motorman that a pas-
senger has opened the rear door. It was also brought
out that the Wisconsin Railroad Commission has ruled
that the rear doors of one-man cars shall be left so
that they can be opened by passengers in an emergency.

S. B. Way, vice-president and general manager Mil-
waukee Electric Railway & Light Company, Milwaukee,
Wis., stated that his company operates one-man cars in
Kenosha, Wis., with pneumatic emergency lock mech-
anisms on the rear doors. These door mechanisms are
tested daily and have worked very satisfactorily. He
was of the opinion that the character of the passengers
handled on one-man cars should largely govern the selec-
tion of the rear door operating mechanism. So far as
he could learn, there has been no objection to either the
manual or pneumatic control of the rear door lock.

H. 0. Seymour, general manager Wisconsin Tele-
phone Company, Milwaukee, Wis., then read his paper
on "The Telephone Company and the Electric Utility."
In this he told of the attitude of the telephone company
toward other electric utilities, and outlined the practice
to follow in order to secure uniformity of negotiations
and agreements between different public service com-
panies. Mr. Way then explained the work of the Na-
tional Bureau of Standards in preparing the national
electrical safety code, and Mr. Howard closed the pro-
gram with a description of an automatic current-limit-
ing circuit breaker which he had adopted in his sub-
stations to protect the railway feeders and rotary con-
verters. This description appears on another page.

At the close of the program President Ewing sug-
gested that as there appeared to be discrimination
against public utilities in Wisconsin taxation, it would
be well to appoint a committee to investigate the sub-
ject and report before or at the next annual meeting
of the association. He recommended that this commit-
tee investigate whether the public utilities, including
central stations and electric railway companies, are
bearing more than their just proportion of Wisconsin
taxes and whether they are paying more taxes than
similar utilities in other states. Upon motion the asso-
ciation authorized the president to appoint such a
committee.

It was recommended by committee that the salary of
the secretary be increased from $350 to $400 a year
and that copies of the president's address be mailed to
each member of the association. The following new of-
ficers were unanimously elected: President, W.
Haseltine, secretary and general manager Ripon Light
& Water Company, Ripon, Wis.; first vice-president, B.
F. Lyons, vice-president and general manager Beloit
Water, Gas & Electric Company, Beloit, Wis.; second
vice-president, A. E. Peirce, vice-president Wisconsin-
Minnesota Light & Power Company, Eau Claire, Wis.;
third vice-president, John St. John, secretary and treas-
urer Madison Gas & Electric Company, Madison, Wis.,
and secretary-treasurer, George Allison, comptroller
Clement C. Smith properties.

President's Address

BY M. C. EWING

Secretary and Manager Wisconsin Valley Electric Company,
Wausau, Wis.

The Wisconsin Electrical Association kept closely in
touch with all legislative matters at the last session, and
by open and frank discussion at all committee hear-
ings presented to the legislators a large amount of re-
liable information which had the immediate result of
assisting in the defeat of a great number of proposed
measures pernicious in their conception and unwise in
their scope. If all the bills affecting public utilities
that were introduced at the last session had been en-
acted into laws and had stood the test of the courts, it
is conservative to say that the value of privately owned
utilities in the State would have been materially less
than it is to-day. When a proposed measure is unjust,
discriminatory and confiscatory, intelligent effort ought
to demonstrate that fact, and when it is once demon-
strated and properly presented to the legislature, there
is, as a rule, little danger of bad law-making. The
danger lies in utility interests failing properly to pre-
sent their cases and letting them go by default.

The problems of regulated monopoly are being de-
cided on their merits, and yet only a few of the really
important principles of regulated monopoly have been
thoroughly tried out or determined. There is little use
in shutting one's eyes to the facts as they are, and the
municipal acquisition during the last two years of a
number of comparatively large electric utilities in Wis-
consin is at least one indication that regulation is not
always satisfactory. Wisconsin law permits plants and
parts of plants to be acquired in haste and without due
consideration, a mere majority of votes at any election
settling the question beyond recall. One of the dangers
of regulation in Wisconsin, therefore, lies right here. A
considerable percentage of the people has favored reg-
ulation with the one view of continually enforcing
greater service and at the same time a reduction in the
cost of service. These two processes must have their
limit. Yet when a ruling commission after careful in-
vestigation is unable to comply further with popular de-
mand for reductions in rates or unprofitable extensions,
the judgment of the commission is impeached and re-
pudiated. This has happened in a number of instances
in Wisconsin. Local politicians who have instigated
unfair demands, in their disappointment immediately
condemn the commission and direct their efforts to-
ward municipal ownership. Thus condemnation elec-
tions are being carried upon prejudice rather than upon
sound business principles. Public welfare will be best
served under present conditions of municipal govern-
ment by privately owned utilities, and the responsibility
for the correct understanding of these matters must
rest entirely with the officials of the utilities. Lack of

March 25, 1916]

ELECTRIC RAILWAY JOURNAL

601

intelligent publicity on the part of some utilities them-
selves is still evident.

A few of the members of this association are the un-
happy custodians of small electric railways. These
lines have had anything but a bright and rosy history,
and their owners are facing a still darker future. The
rapid development of automobiles is the latest affliction
of these properties, and since self-propelled mobile con-
veyances are just out of the experimental stage their
future growth in usefulness seems assured. As these
new styles of conveyances increase in use, the street
railways, in the smaller cities at least, are undoubtedly
destined to a still more difficult existence. There are
unquestionably many small roads which should never
have been built — at least there seems no likelihood that
their builders will ever recover their investment. We
can neither determine the course nor can we let go,
and there seems nothing to do but to hang on and do
the best we can.

Two years ago the electric railways of Massachusetts
began campaigns for increased rates, which in many
cases have been granted. Increased fares are in many
instances equally necessary in Wisconsin, and where
this is true they should be asked for, after first frankly
notifying the public of the intention and the necessity
thereof. There is no sound reason why the power and
light business of most of the companies should be per-
manently called upon to supply the deficits for the
transportation departments, as is being done by many
small jointly operated properties.

For the smaller cities with lines of light traffic, the
■one-man cars and the lighter equipment appear to be
the last trench in economy, and there are those who
believe that many of the small electric passenger lines
will yet find a resting place with stage coaches, horse
-cars, etc. Less taxes, direct and indirect, less paving
and fewer street improvements would, of course, defer
the funeral, but the public recalls that the companies
have contracts to pave the streets and shows no dis-
position to cancel such contracts. There is not seen
any organized effort on the part of many companies to
present intelligently to the public the financial straits
in which they are now found. Whatever the results
may be, managers and operators should frankly and
persistently inform the public of the true financial con-
dition of their companies. This information may not
solve all their difficult problems, but it will do no harm
and it may do some good. There has been no electric
railway building in Wisconsin of any consequence for
a number of years, and there is not likely to be any in
the future under present conditions. Street improve-
ment burdens should be placed on the property holders,
where they belong, but they will never be so placed un-
less the companies educate the public to this necessity.

Two Years' Experience with One-Man Cars

BY R. M. HOWARD

General Manager Wisconsin Railway, Light & Power Company,
Winona, Minn.

The operation of the one-man system in Winona,
which was introduced twenty-two months ago, has been
entirely satisfactory. We have had no objections from
the public or municipal authorit ies. The trainmen per-
form their duties in a manner satisfactory to the com-
pany and to the public and appear to have ample time
for all the various duties imposed by this system.

Our experience has demonstrated that it is necessary
to have the platforms of sufficient length to furnish
room for separate entrance and exit. The new cars that
we had built for one-man operation have separate en-
trances and exits from the platforms, and we find that
these cars handle our traffic safely and expeditiously and

that we are able to maintain our schedules with the cars
except under unusually heavy traffic conditions which
occur at infrequent intervals. Our gross earnings have
been improving.

We find, however, that the remodelled cars with short
platforms are rather slow in loading and unloading be-
cause there is not sufficient room on the platform to pro-
vide for separate entrance and exit, thus making it
necessary for incoming passengers to wait on the street
until outgoing passengers have left the car. As we are
planning to increase our schedule speed to give the same
headway with a smaller number of cars, and as we wish
also to provide for future growth of our business, we
have duplicated our order for larger cars. This order,
when received, will enable us to equip our entire line
with the cars having the long platforms and separate en-
trances and exits.

Our experience has indicated that it is very desirable
to have an air-brake equipment on this type of car and
we have, therefore, ordered such equipments for all our
34-ft. single-truck cars. The additional cars and air-
brake equipment will place us in a position to handle
our business and maintain a schedule of 10 m.p.h. The
car equipment purchased about two years ago, which was
especially designed for one-man operation, has worked
out to our entire satisfaction, and the new cars will be
exact duplicates in so far as platform and seating ar-
rangement is concerned.

We have adhered strictly to one-man operation and
have not employed a conductor since the one-man sys-
tem was placed in operation. We handle fair-days, cir-
cuses, baseball and theater crowds, etc., with one man
on each car, and our experience has not indicated the
necessity of using conductors even during periods of
heaviest traffic.

When the one-man system was first placed in opera-
tion the question of flagging railroad crossings was
carefully studied, and we decided to stop the car 15 ft.
or 20 ft. from the crossing and have the motorman flag
in the usual manner by advancing to the center of track,
returning to the car and then proceeding. The plan has
worked out very nicely, and we are still operating un-
der this rule.

The adoption of the one-man system has practically
eliminated all complaints of discourtesy to passengers
on the part of the employees. It has also eliminated all
arguments regarding the payment of fares. The train-
men have no time to get into heated discussions with
passengers.

We have carried 2,354,638 passengers during the past
twenty-two months, 10 per cent of whom were transfer
passengers, and we have operated 762,511 miles. Our
total expenditures charged to accident account during
the period amounts to 0.7 per cent of our gross earn-
ings, and to the best of our knowledge no claims are
pending at present.

The possibilities of an increase in accidents on ac-
count of one-man operation appears to be an interest-
ing topic of discussion, and I am going to discuss the
accident situation in detail. Our experience so far bears
out our previously-formed opinion that there will be
fewer accidents with the new methods of operation. Our
total accidents during the period number sixty-eight,
divided as follows:

Platform 0

Inside car 5

Rigs (horse) 16

Persons struck 4

Collisions with cars 2

Automobiles 33

Bicycles 3

Motorcycles 1

Fell just after leaving car 2

Riding horses frightened 2

Total 68

602

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 13

We have not experienced a single platform accident,
but in two cases accidents happened to passengers after
they had stepped from the car. These passengers were
not injured until after they had left the car, and the in-
juries were reported as a matter of safety to complete
our records. We had five accidents inside the car. Two
of these were due to passengers having balls of ice un-
der their heels, and when they stepped in on the smooth
floor they slipped and fell. One was a plain drunk that
fell on the floor of the car. Two were caused by pas-
sengers losing their balance when the car was started.
Only two of all of these passengers were injured, and
these but very slightly.

We experienced sixteen collisions with horse-drawn
vehicles. Eleven of the collisions were with covered
wagons such as laundry wagons, milk wagons and ice
wagons. Most of the drivers are irresponsible boys who
seem to take a fiendish delight in violating the traffic or-
dinances and turning suddenly across the track in front
of a car without giving the motorman an opportunity to
avert a collision. We had thirty-three automobile colli-
sions. I will not comment particularly on these. In ten
or twelve cases the collisions occcurred when the street
cars were standing still or were run into from the side or
rear.

In the entire list of accidents there is not one which
could be attributed to the absence of a conductor. Our
experience appears to demonstrate the fact that one-man
operation does not have a tendency to increase the num-
ber of accidents. More than 85 per cent of our acci-
dents are collision accidents, and we expect that the in-
stallation of air-brake equipment, in addition to making
it easier for us to maintain our schedule, will also re-
duce the number of those that occur.

In conclusion, our experience has confirmed our orig-
inal opinions regarding the merits of the one-man sys-
tem and we now plan to speed up our schedules, reduce
the number of cars and increase the earnings per car
and per car-hour. We are demonstrating our faith in
the future of the one-man system by ordering sufficient
additional car equipment to equip our lines completely
with cars that are especially designed for this method
of operation.

Attitude of Wisconsin Commission on
Security Issues

BY HAROLD L. GEISSE

Secretary Wisconsin Railroad Commission, Madison, Wis.

To those whose attention is frequently directed to
questions of rates and service it would appear some-
times that if the regulation of security issues really
retards development there ought to be more of it. Yet
the body regulating the security issues may not, other
things being equal, erect its judgment that a proposed
project will not, in all human probability, yield a fair
return as a barrier to its fulfillment. The sustained
effort of the Wisconsin Railroad Commission has been
to aid the development of well chosen enterprises, keep-
ing their activities within the law. If "the cream is off
the public utility business" it is because the days of
exploitation are past and the day of honest develop-
ment is here. How far the commission is able to go
in discouraging the embarkation upon an enterprise
which in the light of the commission's knowledge of the
business and of surrounding conditions is bound to
prove disastrous, is frequently misunderstood. Fre-
quently, by virtue of the confidence it enjoys, the com-
mission is able to have some influence in preventing the
recurrence of those gross economic wastes that oc-
curred so often before the days of security regulation.
But it has no power to refuse an authorization because

in its judgment the project is not well considered. To
do so would be to assume managerial functions. The
commission has power to require only that the cor-
porate management show a legal right to accomplish
the proposed act. If the management can show that
the project is within the law the duty of the commis-
sion is fulfilled.

The law does not contemplate that its administration
should result in absolute safety. If, therefore, the law
be properly understood, the flank attack upon it fre-
quently made to the effect that the State binds itself
in some sort of guarantee that the securities are sound
or will earn interest or dividends, is repelled. No one
would seriously contend that because the State has cre-
ated a system of banking inspection and supervision, it
thereby assumed to guarantee the safety of the funds
entrusted to the banks by depositors. Yet the regula-
tion of security issues and the inspection of banks are
founded in the same concept, namely, that the State
owes to its people the duty to protect them so far as
reasonably possible against malfeasance on the part of
the creatures to which it gives special privileges.

An accomplishment of the statute not frequently con-
sidered, but one of prime importance, is the effectual de-
termination of the priority of issues. The law in Wis-
consin provides that before issuing any securities the
company shall file an application with the commission
sworn to by the president and the secretary of the com-
pany, stating the purposes for which the securities or
the proceeds from the sale thereof are to be used. Upon
due proof a certificate of the commission is granted.
If the securities are to be exchanged for property, the
value of the property must be stated in the certificate.
This certificate is required to be recorded on the books
of the company, and both as a public record in the office
of the commission and as a corporate record it is notice
to all the world of the effectiveness of the lien of the
securities authorized to be issued, because the lien does
not attach unless and until the certificate is issued.
This feature of the law is of exceeding importance to
investors and to the utilities. It makes definite and
certain that which might be confusing and obscure,
thereby increasing public confidence in the securities.
It may logically be presumed to be an element favorable
to their marketability.

A further consideration is the ability of the utility to
market the securities at a warrantable price. This is
particularly important in the instance of new enter-
prise, where it may assume almost vital significance.
In this connection it is well to speak of the frequently
voiced criticism that the authorization of the commis-
sion helps to sell the securities. There is a vivid in-
consistency between the argument that regulation re-
tards development and this argument that it aids in the
sale of securities. One or the other must go by the
board.

Of influence with the commission in considering an
application for authority to issue securities is the effi-
ciency and personnel of the management. A great deal
may be said as to the advisability of giving this feature
of an application considerable attention. The question
of the public relations of the management and of its
general policy is important. If a management has
shown a breadth of vision in conceiving means of de-
veloping the property to better serve its public, this
fact should go a good ways in concluding the determina-
tion of the commission to authorize an issuance.

It is not to be concluded that the stock and bond
law of Wisconsin is in a perfected condition. There
are certain defects that are apparent to those who have
given it thought. The statute, with others affecting the
issuance of corporate securities, is a growth, and it is

March 25, 1916]

ELECTRIC RAILWAY JOURNAL

603

only to be expected that it has rough spots that should
be smoothed out. The present law provides that stock
must be issued at par, but that bonds or other evidences
of indebtedness may be issued at a price not less than
75 per cent of their par value. It is frequently found
that it becomes necessary for a corporation to issue
stock at less than the actual value, and this necessity,
in the instance of corporations in general, has led to a
frequent evasion of the statute.

In the case of the public service corporations it is the
duty of the commission to see that the statute is not
evaded. This the commission does, though frequently
recognizing that it might be advantageous, if it were
possible, for the corporation to issue its stock at a dis-
count. There would seem to be no logical reason why,
if bonds are authorized to be issued at less than their
par value, stock should not be issued at less than par.
Many public utility enterprises are handicapped, espe-
cially construction enterprises, by the fact that the com-
mission is not permitted to authorize stock discounts.
No one would contend that either stock or bonds should
be permitted to be issued at an excessive discount. To
permit this would result in that inflation of capital is-
sues that the stock and bond law was designed to pre-
vent. The commission, however, has in its possession
at all times a great deal of information respecting the
price at which money may be obtained, and it is not an
improper suggestion that the law be modified to en-
able it definitely to fix the price down to which securi-
ties may be sold, whether they be stock or bonds.

Feeder Protection by Automatic Current
Limitation

BY R. M. HOWARD
General Manager Wisconsin Railway Light & Power Company,
Winona, Minn.

Two 300-kw., 600-volt, d.c. rotaries are operated at
the La Cross substation of the Wisconsin Railway, Light
& Power Company to furnish current for the local street
railway, and they flashed over frequently when the
trolley wire came down or when bad-order cars were on
the line. The flash-overs and also the sudden dropping
of the d.c. load when the circuit breakers operated in-
terfered with the regulation on our transmission line
as our waterwheel governors did not operate fast enough
to compensate for the instantaneous reduction or in-
crease in load under

Feeder 0.47 Ohm
"Lrmnj —

0.75 Ohm

6nd

Contactor

"~ LTUTJ 1

6rid

Bell Alarm
Con lads

, — w,

Contactor

Rail

the conditions cited.

After some investi-
gation we installed on
each railway feeder
automatic current-
limiting circuit break-
ers of the type devel-
oped by the General
Electric Company for
use in automatic sub-
stations. The equip-
ment for one feed
consists of two relays
and two 500-amp.,
600-volt contactors
mounted on a suitable
panel together with
two sets of resistance
grids and the neces-
sary wiring. The contactors are normally held in closed
position by 600-volt electro-magnets, and they short-
circuit the resistance grids. In our case the relays are
set to operate at 500 amp. and 550 amp. respectively.
The rotary circuit breaker is set at 850 amp. In event
of current exceeding 500 amp. on a feeder the first relay

SS0 Ampere S0O Ampere
Relay Relay

Rotary

1 . -+

DIAGRAM OF CONNECTIONS OF CIR-
CUIT BREAKERS AND PROTECTION
RESISTANCE

operates, breaking the circuit on the contactor coil and
allowing the contactor to fall open and cut in the first
set of grids with 0.25 ohm resistance. If the current
value continues to rise and goes over 550 amp., the
second relay operates, the second contactor cutting in
0.47 ohm additional resistance from the second set of
grids. The relays are equipped with dash pots, which
allow the relay to reset eight or ten seconds after the
current drops below the relay setting, and the resetting
of the closed contactor-coil circuit closes the contactor
and short-circuits the resistance. The equipment is
entirely automatic and requires practically no attention.

To illustrate the protective value of this equipment,
assume a resistance of 0.28 ohm in feeder and return
with the trolley wire short-circuited on the rail. Under
this condition at La Crosse both sets of grids would be
instantly inserted in series with the feeder, giving a
total resistance of 1 ohm. and limiting the current to 600
amp. with 600 volts at the switchboard. Without the
resistance, more than 2100 amp. would flow through the
feeder. A bad-order car with its motor flashing over
will generally cause the first contactor to operate, and
the reduction in voltage caused by the insertion of re-
sistance in series with the feeder reduces the current
value to a point where it is not so destructive. A reduc-
tion in voltage is much better than the opening of the
rotary breaker, as the cars keep moving until the auto-
matic circuit breaker resets.

This installation has reduced flash-overs, practically
eliminated the regular circuit-breaker operation, im-
proved the regulation on transmission line and reduced
railway motor and controller burn-outs.

Compulsory Health Insurance

Proposed Legislation in Eleven States Providing for
Compulsory Health Insurance Opposed by
Labor Organizations

THE National Civic Federation, in a statement just
issued relative to the proposed legislation in eleven
states having sessions this winter, purports to show
that compulsory state sickness (health) insurance, such
as is being urged by social reformers, is not favored by
the trade unions, by railroad brotherhoods in the
United States or by employers. The statement points
out that the objection of the former group is partly
based upon the failure of national health insurance in
England, asserts that the plan being promoted here is
actuarially unsound and calls attention to the fact that
there are no statistics at present upon which legislation
of this character may safely be based.

The National Civic Federation is part of the move-
ment which has brought into common touch various
bodies representing employers, wage earners, fraternal
organizations and insurance companies, with a view of
establishing first of all data upon which a system of
social insurance might have scientific foundation. The
information desired will be available in the near future
and will, it is hoped, afford an American solution of this
problem. No states can afford to enact any compul-
sory self-insurance legislation until after a compre-
hensive investigation has been made as to what extent
and through what means the application of social in-
surance beyond the voluntary methods now employed
may be possible in this country. It is suggested that a
commission composed of those representing the various
interests, and not one made up simply of the advocates
of compulsory insurance, be created in each state. The
National Civic Federation calls attention to the report
of one of its earlier commissions on insurance in the
United Kingdom, and the conclusion that there should
be resistance to any spirit of ambition in America to
copy doubtful European experiments.

604

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 13

Chicago Electrification Report Discussed

At the New York Railroad Club, George Gibbs Presented a Paper on the Chicago Terminal
Report — Advantages of Electric Switching Service Pointed Out — Discussion by
Prominent Steam and Electrical Engineers

THE annual electrical night of the New York Railroad
Club was held on the evening of March 17. For
some eleven years this meeting has been an event in
electrical and steam railroad circles in New York, and
has called out a large gathering. The program was pre-
pared by the electrical committee of the club, whose
chairman this year was E. B. Katte, chief engineer of
electric traction, New York Central Railroad, and the
first announced speaker was George Gibbs, consulting
engineer, Gibbs & Hill, New York. The subject of Mr.
Gibbs' address was the recent report on smoke abate-
ment and railway terminal electrification made for the
Chicago Chamber of Commerce. Gibbs & Hill were the
consulting electrical engineers in the preparation of this
report, which was published in abstract in the issues of
the Electric Railway Journal for Dec. 4 and Dec. 11,
1915. Mr. Gibbs had prepared before the meeting for
distribution among the members a brief printed ab-
stract of the report, with illustrations, covering some
of the principal points that were raised.

In opening the meeting Mr. Katte complimented the
authors of the report on its completion, and said that it
was the most important event in electric railway mat-
ters during the year, as well as the most comprehensive
report on electric railway subjects ever issued in print.

Mr. Gibbs did not read the printed abstract of the
report which had been distributed before the meeting
but described the reason for the appointment of the
committee and its organization, and gave some deduc-
tions from the report. He explained that the problem
set was that of the entire suppression of the steam
locomotive in Chicago and not the partial substitution
of electricity for steam. The railways were to be
taken as they exist and the substitution of electric for
steam traction made with as little change in physical
property and operating methods as was consistent with
minimum costs for the changes. He then showed a
number of slides made from diagrams in the report,
and discussed their import. He also analyzed the oper-
ating expenses given in the report under steam, as in
1912, and if electricity was used. He said that the total
saving in operating expenses inside the electrical zone
for 1912 with electricity would have been $3,793,569,
and this was apportioned between the different services
as follows:

Saving in through passenger service $ 66,079

Saving in road freight service 278,631

Saving in suburban passenger service 996,018

Saving in yard and transfer service 2,452,841

He then pointed out that the yard and transfer serv-
ice furnished two-thirds of the saving and that this
yard service could be conducted electrically without
materially affecting operating costs and methods out-
side the electrified district. On the other hand, electri-
fication of through service, passenger and freight,
would interfere with the length of outside engine runs
and require additional constructive mileage and other
outside expense which would have to be deducted from
the saving inside the zone.

Mr. Gibbs also presented a rearrangement of the table
of annual operating costs as given in the report, to show
the account in which the savings in electric traction oc-
cur. This rearrangement, based on the 1912 figures, is
given in the table opposite.

He also called attention to the fact that by far the
greatest saving, as shown in this table, is in the item
of power, and that the next largest is in "Engine House
Repairs." He also pointed out that the power saving
occurs very largely in the switching service, a service
in which the steam locomotive is worked very uneco-
nomically. Thus, according to the report, tests showed
that the switching engines were standing 40 per cent
of the time, that the average length of run was only
628 ft., and that the speed while in motion was only a
little more than 5 m.p.h. These are conditions which
are greatly against economical steam locomotive per-
formance.

Mr. Katte was the first speaker to discuss the report,
and explained that the report was based on the plan that
all railroads would pool their interests and get their
power from one station or one power system, but he
doubted whether New York City would permit the
erection of overhead wires carrying 33,000 volts within
the city limits. He also doubted whether it was advis-
able to use an overhead wire carrying 11,000 volts as
the trolley wire in a city as large as Chicago. If it was
necessary to modify the plan of electrification system to
direct current, the cost would be materially increased.
From the data in the report it was certain that the rail-
way companies could not afford to electrify their ter-
minals without financial assistance. He believed that
if the people felt that the railroads should be electri-
fied, they should be willing to contribute to the expense,
either by legislation permitting increased railroad rates
in the form of an additional terminal charge, or, since
the municipality would be the gainer by the receipt of
increased taxes collected from owners of property ad-
jacent to the electrified tracks, a portion of this in-
creased revenue might be paid to the railway company
to help bear the cost of the improvement. Experience
in other cities has demonstrated that the electric opera-
tion of steam railroads is reliable and attractive, but the
first cost of the installation is prohibitive except where
special conditions warrant extraordinary expenditures.

Following Mr. Katte, A. B. Symons, who had been
a partner of Horace G. Burt, the first chief engineer
of the committee of investigation, outlined the steps
leading to the formation of the committee. He said
that the demand for the electrification of the railroad
terminals arose because it was popularly supposed that
steam locomotives caused a large part of the smoke in
Chicago, from 43 to 50 per cent of the total. The

Affected

Electric
$2,936,654
1,377,847
258,173
258,678
1,420,254
642,623

246,266

Totals $10,934,064 $7,140,495

Added costs due to change in
operating methods in and be-
yond the city

Final net saving, 1912

Total on basis of 1922 $14,214,283 $9,282,644

Added costs

Operating Expenses — Items
(1912)

Steam

Power $5,536,708

Repairs 1,953,708

Communication 157,237

Engine house expense 1,293,394

Roadway 1,395,706

Buildings, fixtures and grounds 139,116
Conductors, brakemen and en-

ginemen 458,195

Final net saving, 1922.
d=loss instead of saving.

Saving
$2,600,054
575,861
d 100,936
1,034,716
d 24,548
d 503,507

211,929

$3,793,569

$1,996,113

$1,797,456
$4,931,639
2,594,947

$2,336,692

March 25, 1916]

ELECTRIC RAILWAY JOURNAL

605

press also was in favor of electrification. The Illinois
Central Railroad was the object of much of the agita-
tion, and in an engineering paper the statement was
made that this railroad could be electrified within the
city limits for $8,000,000. The idea was also promul-
gated that electrification would cure all evils. To con-
trovert this feeling some persons pointed out the part
which the Illinois Central Railroad had had in the
appreciation of land values, but these arguments had
little effect. A change in the presidency of the Illinois
Central Railroad involving the retirement of a very
popular man was utilized in connection with the elec-
trification agitation. As a result of all this, the rail-
roads of Chicago saw that something would have to be
done to please the public, and this committee was the
result. Mr. Symons expressed a high opinion of the
value of the report.

W. S. Murray, who was recovering from a severe
attack of typhoid fever, was able to take but a brief
part in the discussion. He expressed gratification that
the single-phase system had been recommended by the
committee, and stated his belief that as a whole the
conclusions reached by the committee were correct. He
thought that part of the railroad system of Chicago
could be profitably electrified. In conclusion, he quoted
from a letter recently received from Mr. Huber-Stockar,
consulting electrical expert for the Swiss Railway De-
partment, stating that the single-phase system had been
selected for the St. Gothard Tunnel electrification.

The next speaker was William McClellan, consulting
engineer, New York, who referred to the extraordinary
difficulties connected with criticism of such a monu-
mental work, the committee's report. However, it was
evident, that on subject matter of capital cost, the com-
mittee had to be conservative, as there were many con-
tingencies which could not be provided for. The actual
cost of electrification would probably be much greater
than that estimated. The report was made to answer
definitely the question as to what the railroads would
have to pay for electrification. Its function was not to
evaluate the attendant advantages, but rather to deter-
mine whether this was a feasible thing to ask of the
railroads. If the broader questions were asked, a dif-
ferent treatment would be required. The speaker be-
lieved that if electrification were demanded, the city
of Chicago should in some way assist in financing it.

E. B. Temple, assistant chief engineer, Pennsylvania
Railroad, referred to the recent electrification by that
company in Philadelphia. In this terminal sixteen loco-
motives out of 300 have been eliminated by electrifica-
tion. The Chestnut Hill extension will eliminate some
more. Complete electrification of the terminal would
eliminate fifty locomotives, or 17 per cent of the total
using the Broad Street station. The total cost would
be $10,000,000, not including a power house. The Penn-
sylvania electrification in Philadelphia is being carried
out not to eliminate smoke but to enable the company
to conduct traffic more expeditiously. The Philadelphia
Electric Company furnishes the power, and it is a ques-
tion how much actual smoke reduction results from
burning the coal in the power house as compared with
burning it in the steam locomotives, when much of it
would be emitted in the open country. Mr. Temple also
felt that the municipality should co-operate in such un-
dertakings, at least by assisting in the elimination of
grade crossings, etc. Nearly all of the costs of elim-
inating such crossings in Philadelphia have been car-
ried out on the basis of equal division of the expense
between the city and the railroad. This is the kind of
co-operation that counts. A total of $30,000,000 is now
being invested in Philadelphia in track elevation.

C. H. Quinn, electrical engineer Norfolk & Western

Railway, expressed his belief that electrification comes
down in the end to a question of dollars and cents. In
the case of the Chicago electrification, the public had
in mind that it was a suburban undertaking. As a
matter of fact, most of the savings were found in the
substitution of electric locomotives for yard engines.

E. S. Doughty, consulting engineer, New York, gave
some of the results of his experience as a smoke in-
spector in Chicago. He said that in an experiment a
consolidation locomotive pulled a heavy train of loaded
freight cars without producing any smoke, showing the
possibilities of correct firing. With yard engines, it
is more economical to fire low and keep the locomotive
smoking. The Illinois Central Railroad received a great
deal of criticism partly because it is largely used for
commutation service with the South Side. In hot
weather the smoke is very disagreeable, particularly in
view of the fact that the road runs through a resi-
dential district. To show that smoke from industrial
plants can be kept down if desired, he cited the cir-
cumstances that, in Chicago, when the smoke inspectors
are on duty, the smoke is kept down, but at other times
furnaces in industrial plants are allowed to smoke.

E. R. Hill, Gibbs & Hill, New York, in commenting on
the estimated savings due to electrification, pointed out
the general fact that it does not pay to establish short
terminal divisions on a steam railroad. Sixty per cent
of the savings in the present case are due to the switch-
ing locomotives, the natural field of which is in a re-
stricted local zone. The electric switching locomotive
is very efficient, and it takes the place of a most inef-
ficient steam engine. The feasibility of electrification
progress must be determined on common sense lines,
and no arbitrary ordinances can solve the problem.

Mr. Gibbs then answered a number of questions
which had been asked during the discussion regarding
details of the report. He said that in general the
densest consumption of coal is in the business district
where the population is densest in Chicago. He called
attention to the fact that the report contained a study
of schemes by which municipalities can co-operate with
the railroads. He said that the traffic in the city which
could not be electrified by means of continuous con-
ductors were principally in the stock yards, on the water
fronts, etc. Storage batteries or internal combustion
engines could be used as motive power in these sec-
tions. In regard to the economies of electrification, Mr.
Gibbs said that the Pennsylvania Railroad Terminal in
New York could undoubtedly be operated more cheaply
by steam locomotives than electric, and that the same
was probably true with the New York Central Railroad.
One difficulty is in eliminating steam locomotives with-
out adding to outside costs. On the Norfolk & Western
Railway electrification the engine runs were not affected
on either side of the electrified zone.

In closing the discussion, Mr. Katte, referring to one
of Mr. Gibbs' remarks, agreed with him that the New
York Central electrification was not expected to pay
directly, but referred to the value of the air rights over
the tracks with electric operation.

The mechanical department of the Public Utilities
Company, Evansville, Ind., has found it economical to
place rattan patches on seat ends when they become
worn through. These patches are made with new ma-
terial which is woven into the old rattan to a point
about 3 in. back from the hole. Water is liberally ap-
plied to the old rattan and to the new patch to soften
them, so that the weaving can be readily done. The
completed job is neat in appearance, and the economy
resulting from patching the large piece of old rattan
that is in good condition makes the work worth while.

606

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 13

A. R. E. A. Committee Reports

American Railway Engineering Association Reports of Interest to Electric Railways Presented
at the Annual Convention in Chicago on March 21, 22 and 23 Included Those on
Ties, Conservation, Signals, Track, Lumber and Wood Preservation

AT the annual convention of A. R. E. A. in Chicago
on March 21-23 the economics of labor in signal
maintenance was one of the subjects assigned to the
committee on signals and interlocking. Its report dis-
cussed the various phases of this subject, and the com-
mittee concluded that because signal apparatus was
largely electrical and because special training on the
part of maintainers to obtain economy and efficiency
was required, it would not recommend any combination
of signal and track maintenance forces. It did conclude,
however, that occasionally it might be found practical
and economical to combine the forces engaged in main-
taining the various other electrical features of the road
with those maintaining signals. As a general proposi-
tion, however, the committee decided that a higher de-
gree of economy and efficiency would be obtained by co-
operation rather than by combination. This committee
also reported progress in its study of the problem of
signaling single-track roads, with special reference to
the effect of signaling and proper location of passing
sidings on the capacity of a line. The report contained
a method of finding the proper locations of passing sid-
ings for trains of one kind, and for determining the
capacity of a given piece of single-track road in trains
of one kind. Work along this line will be continued
and various other formulas will be developed, applied
and tested in actual service.

Track in Paved Streets

That portion of the Manual devoted to track construc-
tion and flangeways at paved street crossings and in
paved streets was reviewed and revised by the commit-
tee on signs, fences and crossings. Through some mis-
understanding strong opposition had developed against
the conclusions adopted after an investigation of this
subject in 1913. The objection was concerned princi-
pally with the recommendation that 141-lb., 9-in. girder
rail should be used. This year's committee studied the
original report and concluded that the 9-in. rail was in-
tended for use in the construction of track in paved
streets and not at paved street crossings. After a thor-
ough consideration of the subject, the committee de-
cided that three distinct forms of track construction
were desirable. For paved street crossings where the
general direction of traffic was at right angles to the
track, the regular standard track construction should be
used and the space occupied by the track should be
planked over. The flangeway should be formed by
using rail laid upon its side and properly secured to the
ties, or rail set upright and bolted to the running rail.
If the latter construction was employed the side of the
rail head adjacent to the flangeway should be beveled to
an angle of about 45 deg. to prevent horses' feet from
being trapped.

For tracks located in paved streets, subject to heavy
traffic and requiring a granite block paving, the com-
mittee recommended that the track construction should
consist of stone or gravel ballast at least 12 in. deep,
treated ties and 141-lb., 9-in. girder rail, and that the
paving within the track limits should comply with
municipal requirements as to the depth of the base, the
thickness of the sand cushion and the filling of the

joints. Tracks located in streets subjected to light traf-
fic only, the committee recommended, should be built of
the standard track construction using treated ties and
stone or gravel ballast, and the space occupied by the
tracks should be paved to conform with municipal re-
quirements.

Ties, Track Stresses and Fastenings

The work of the committee on ties included an inves-
tigation of the effect of tie plates and track spikes on
the life of cross-ties; specifications for cross-ties and
switch-ties, and a summary of the progress on substi-
tutes for wooden ties. The committee did not reach any

definite conclusions con-
cerning the effect of tie
plates and track spikes on
the life of cross-ties, be-
cause it felt that the prac-
tice had not progressed far
enough. Revised specifica-
tions for cross-ties and
switch-ties were submitted,
however, for the approval
of the association.

One of the subjects con-
sidered by the committee
on rail was that of prepar-
ing specifications for track
bolts and nut locks. Ac-
cordingly specifications for
medium carbon steel track
bolts and nuts, and for
quenched carbon and
quenched alloy steel track
bolts and nuts were sub-
mitted, and it was recom-
mended that they super-
sede those now in the Manual. This committee also
revised the specifications for joint bars in order to
provide more satisfactorily for bars made of alloy steel.

Specifications and designs for cut and screw spikes
were two of the subjects assigned to the committee on
track. Responses to a circular letter showed that only
two 'or three of the roads reporting used A. R. E. A.
specifications for cut spikes but that the specifications
more generally used were not materially different from
them. This year's committee did not deem it advisable
to change the standard specifications materially, but
did submit a design for cut spikes which it recom-
mended for adoption as standard. The dimensions of
the new standard cut spike are shown in the accompany-
ing illustrations.

The head of the new cut spike is designed to take the
hammer blow directly over the axis of the spike and
thus minimize the damage to spike-heads and danger
of breaking the heads off during extremely low tempera-
tures. The tilting downward of the nose gives a stronger
and more rugged construction, and provides an easier
clearance in the spike machine. It also permits the
spike to be pulled more readily with a claw-bar. The
reinforcement of the spike head was made symmetrical
with that on the back of the neck which was provided

RECOMMENDED DESIGN FOR
CUT SPIKES AS A. R. E. A.
STANDARD

March 25, 1916]

ELECTRIC RAILWAY JOURNAL

607

for driving the spike forward against the rail. A rein-
forcement was added on the front of the neck to provide
additional metal to withstand rail wear and necking of
spikes which has been prevalent with the old flat tie-
plate. Changes were also recommended in the physical
tests including the requirement that they be made on
the finished spike instead of on the bars from which the
spikes are manufactured. The proposed specification
required an elongation of not less than 20 per cent in

2 in., and if the test was made on the bar, 25 per cent
in 8 in. When cold, the head of the spike was required
to bend backward without a sign of fracture until the
underside was in line with the body. Under the head-
ing of workmanship and finish, no tolerance less than
the dimensions shown is allowed.

Dense and Sound Pine
"Dense pine" and "sound pine" were the terms sub-
stituted for longleaf pine and shortleaf pine, in the re-
port of the special committee on grading of lumber, thus
replacing the designations that are generally used.
This change was recommended after the committee
had followed the investigations made by the United
States government and the American Society for Test-
ing Materials, which led to the adoption of these changes
in terms. The terms "dense pine" and "sound pine" re-
ferred particularly to the quality of density and weight
in their relation to strength values of Southern yellow
pine. Southern yellow pine was defined as the species
growing in the Southern states from Virginia to Texas,
and included pines hitherto known as longleaf, short--
leaf, loblolly, Cuban and pond pines. The specification
for dense Southern yellow pine states that it shall show
on either end an average of at least six annular rings
per inch and at least one-third summer wood, or else
that the greater number of the rings shall show at least
one-third summer wood, all as measured over the third,
fourth and fifth inches of a radial line from the pith.
Wide-ringed material excluded by this rule will be ac-
ceptable, provided the amount of summer wood, as above
measured, shall be at least one-half. It was also pro-
vided that the contrast in color between the summer
wood and the spring wood should be sharp and that the
summer wood should be dark in color, except in pieces
having considerably above the minimum requirement for
summer wood. In cases where timbers do not contain
the pith, and it is impossible to locate it with any de-
gree of accuracy, the same inspection is required over

3 in. on the approximate radial line beginning at the
edge nearest the pith in the timbers over 3 in. in thick-
ness, and on the second inch nearest to the pith in tim-
bers 3 in. or less in thickness. In dimension material
containing the pith, but not a 5-in. radial line, which is
less than 2 in. by 8 in. in section or less than 8 in. in
width and does not show more than 16 sq. in. on the
cross-section, the inspection shall apply to the second
inch from the pith. In larger material that does not
show a 5-in. radial line, the inspection shall apply to
the third inch farthest from the pith. The radial line
chosen shall be representative, and in case of disagree-
ment between the purchaser and the seller the average
summer wood and number of rings shall be the average
of the two radial lines chosen. Sound Southern yellow
pine includes pieces of Southern pine without any ring
or summer wood requirement.

Wood Preservation

Specifications for bridge timbers to be creosoted were
also formulated and presented by the committee on
grading of lumber. It took the standard specifications
for structural timber as printed in the Manual, and
omitted all reference to the heartwood and heartface re-

quirements and substituted a clause permitting sap-
wood. In explanation the report stated that recent in-
vestigations plainly showed that heartwood and sap-
wood had exactly the same strength with equal moisture
content.

Water sampling in creosote, the relation of the
amount of preservative and the depth of penetration to
the resistance of materials against decay, and the com-
pilation of service test records made up the report of
the committee on wood preservation. The first subject
was discussed at length, and a tank car sampling de-
vice was submitted for approval accompanied by the re-
sults obtained from various methods of sampling. The
committee was unable to reach any definite conclusion
concerning the relation of the amount of preservative
and the depth of penetration to the resistance of ma-
terials against decay. It recommended that the subject
be continued, and it expected that the analysis and study
of the service test records would furnish a basis for a
definite conclusion.

Track Stresses, Bridges and Conservation

Experimental work undertaken by the special commit-
tee on stresses in railroad track has made satisfactory
progress. The committee reported that a considerable
amount of time was being expended on the development
of instruments and methods for conducting the tests.
The results so far obtained, the report stated, indicate
that the committee will be able to determine the general
action of the track under moving loads, and it plans to
continue the tests during the coming season.

An investigation of the relative merits of ballast-deck
wooden trestles as compared with reinforced-concrete
trestles was conducted by the committee on wooden
bridges and trestles. While this work was well in hand
it was the sense of the committee that there were so
many factors both of an engineering and economic na-
ture that they should be thoroughly considered before
intelligent conclusions could be reached. Circular let-
ters of inquiry on this subject were sent to seventy-
five of the largest and most important railroads in the
United States and Canada, and a tabulation of their re-
plies accompanied the report.

In connection with the report of the committee on
conservation of natural resources attention was called
to the advantage of greater development of hydroelectric
power as a means of conserving coal resources. The
report described in some detail the results of electrical
operation on the Butte, Anaconda & Pacific Railway and
the Chicago, Milwaukee & St. Paul Railway. The re-
port of this committee was offered simply to show prog-
ress, and the committee requested that the report be re-
ceived as information.

Other Reports

The committee on ballast submitted a statement re-
garding the efficiency of ballast, placing the various
materials in the following order: Stone, broken slag
( not granulated ) , gravel, chats, burnt clay or gumbo,
and cinders. The efficiency of gravel was considered to
be much improved by washing because this removes
undesirable materials and because the desired percent-
age of each size of gravel can be secured during the
process. The committee was unwilling to make definite
recommendations regarding the use of the pneumatic
tamping machine. Ballast "formers" were considered
to produce considerable economy, but specific data were
not available to permit making a complete report. A
sub-committee which had investigated the economical
depth of ballast presented data from steam railroad
reports indicating that there is a much greater depth
of ballast actually existing in tracks than has previously

608

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 13

been supposed, and that while many standard plans
show 12 in. the actual depth in main-line construction
is much greater.

The committee on electricity presented data regarding
third-rail and overhead clearances which have been out-
lined in previous issues of the Electric Railway
Journal. It was also reported that the national joint
committee on overhead and underground line construc-
tion has not yet completed its work on the revision of
crossing specifications, owing to the fact that the Na-
tional Bureau of Standards had included such specifica-
tions in its safety code. The committee's representa-
tives on the national joint committee on electrolysis
stated that they had no report to make until the joint
committee prepares its report. No meeting of this
committee was held during 1915, but sub-committees
had been at work preparing various sections of the
report.

" Preparedness " Discussed

Subject Prominent at New England Banquet — A. B.
Leach Talks on Railway Economics —
New Officers Elected

SIX hundred members and guests of the New England
Street Railway Club celebrated the sixteenth annual
banquet of the organization on Thursday evening,
March 23, at the Copley-Plaza Hotel, Boston. The occa-
sion was one of the most largely attended in the history
of the club, under the favorable weather conditions
which enabled the active operating men present to for-
get the snow burdens of a long and rigorous winter and
relax amid the joys of good fellowship. Among those
at the speakers' table were the Governor of Massa-
chusetts, the Mayor of Boston, the chairman, and other
representatives of the Massachusetts Public Service
Commission, two members of the Connecticut Public
Utilities Commission, and prominent electric railway
executives.

The menu cards were cleverly designed in the form of
4.5-in. shells, the program being illustrated with timely
"preparedness" sketches, including a fearfully and won-
derfully conceived "6-cent-imeter" gun loaded with a
6-cent fare for 1916-1917.

*•> Governor McCall Urges Fair Play for
Street Railways

A square deal for the street railway was vigorously
advocated by Governor McCall of Massachusetts, who
was the first speaker of the evening. He said in part :

"I am glad to meet so many men in the practical work
of doing something which your industry represents.
The disposition of us all is to try to get upon the same
spot at the same time. If it were not for the street
railway we should be scattered over the surface of the
earth. All transportation companies are entitled to fair
treatment on the part of the public. If burdens are
placed on the street railway they are sure to come back
on the public in the form of decreased accommodations.
The street car is the people's auto. It carries a man 10
miles for the price of say 1 mile in a gasoline driven car.

"The expenses of the electric railway are an open
book to-day. 'Slush funds' and 'yellow dog funds,' I am
glad to say, have disappeared. It is possible to read in
the records of every company the cost of manufacturing
transportation. Exactions by the public will lead to poor
service. The companies should receive a fair return for
their service. The street railway is a democratic insti-
tution, and it therefore deserves fair treatment at the
hands of our legislators." Closing, the speaker empha-
sized the tendency toward multiplying laws needlessly

on the statute books and expressed his sense of the
value of the veto as a timely check on the volume of leg-
islation, which in Massachusetts alone totals 1000 pages
of new laws a year. Laws are increasing with vicious
fecundity and need to be checked from indiscriminate
multiplication.

In introducing the next speaker, toastmaster Ham
spoke- eloquently of the situation of the United States in
the present world crisis and urged the importance
of both industrial and military preparedness. Capt.
Halstead Dorey, U. S. A., Aide-de-Camp to Maj. Gen.
Leonard Wood, Headquarters Eastern Department, Gov-
ernors Island, N. Y., and Camp Commander, First
Training Regiment, Plattsburg, N. Y., described the
work of the Plattsburg Camp and outlined the functions
of universal military training in the scheme of national
defense. Mayor Curley of Boston spoke on the relation
of the American spirit to preparedness.

Larger Financial Aspects of the Electric
Railway Industry

A. B. Leach, New York, emphasized the limitations
of the 5-cent fare and said that to his mind the zone
system appears to offer the best solution of the prob-
lem of securing adequate revenue. Capital is subject to
no whims or fiat of legislation when investment is un-
der consideration, but it goes where the best security is
possible. It is unfair for municipalities to demand that
electric railways share to so large an extent in the up-
keep of roadway on each side of tracks. In the last two
years one of the speaker's companies has paid $350,000
in such upkeep, and not a dollar of income has resulted
from the outlay.

Speaking of the wage-problem, Mr. Leach said that the
higher cost of living and higher wages must be used by
the railways as an argument for a higher fare. The jit-
ney as a "guerilla of the streets" must be brought into
line and compelled to render its fair share of the public
needs, paying for the use of the streets and being sub-
ject to damage claims. A possible solution of the prob-
lem for the street railway is the taking out by the com-
pany of a jitney franchise, offering a quicker and more
mobile service at certain hours for an increased fare.
Communities benefited should be willing to pay a part
of the cost of temporarily unprofitable extensions. The
public is more interested in quality of service than in
security issues. Public ownership means inefficiency
and political administration, and it should be avoided
through publicity of accounts. Taxing authorities and
regulating bodies should co-operate in dealing with pub-
lic utilities. The securities of such utilities should be
made non-taxable, as are municipal issues, to anticipate
the competition for capital expected at the close of the
war.

The dinner concluded with a clever speech by a well
known impersonator in Boston.

At the business session in the afternoon the follow-
ing officers were elected for the ensuing year: Presi-
dent, Clark V. Wood, Springfield, Mass. ; vice-presidents,
Maine, A. H. Ford, Portland; New Hampshire, J.
Brodie Smith, Manchester; Vermont, W. F. Corry,
Montpelier; Massachusetts, J. E. Dozier, Lynn; Rhode
Island, A. E. Potter, Providence; Connecticut, R. W.
Perkins, Norwich; secretary, H. A. Faulkner, Boston;
treasurer, Fred F. Stockwell, Cambridge, Mass.

Work is now proceeding on the electrification of the
London, Brighton & South Coast Railway. The num-
ber of passengers carried on the electric lines in 1915
was nearly 70 per cent more than in the last years of
steam operation. The increase in passengers carried
last year was 15 per cent more than in 1914.

March 25, 1916]

ELECTRIC RAILWAY JOURNAL

609

American Association News

The Block Signal Committee, at Its Meeting in Chicago, Discussed Many Subjects of Considerable Interest
— Manufacturers' Dues Under Revised Constitution — General Activity in the Company
Sections Is Indicated by the Many Meetings Reported in This Issue

General Association Activities

BLOCK SIGNAL COMMITTEE MEETS AT CHICAGO

Many features of considerable interest in electric
railway block signaling were handled by the joint com-
mittee on block signals during its meeting in Chicago,
March 21, at which J. M. Waldron presided. The mem-
bers of the committee and the guests in attendance in-
cluded J. B. Stewart, Jr., Youngstown, Ohio; John Leis-
enring, Springfield, 111.; G. K. Jeffries, Indianapolis;
G. N. Brown, Syracuse; C. D. Emmons, South Bend; W.
C. Smith, Boston; H. W. Griffin, New York; S. M. Day,
Rochester; R. V. Collins, West Newton; C. P. Nachod.
Louisville, and L. E. Gould, Chicago. The subjects as-
signed to the committee by the executive committee
were reported on in detail by the chairman of the sub-
committee and final action was taken on many of them
so that material is well in hand for the preparation of
the report which will be presented at the fall conven-
tion.

Mr. Leisenring spoke of the work that had been done
in connection with reviewing the association standards
and recommendations for aspects. He said that the
standard aspects of the American Railway Association
showed position-light signaling, but no color-light sig-
naling. T"here was general discussion on the need for
clearly-defined aspects for both steam and electric
roads, which aspects would conform so far as conditions
permitted.

The chairman read letters on the subject of operat-
ing by signals without the aid of dispatchers. Such
letters had been received from C. F. Handshy, assistant
general manager Illinois Traction System; C. D. Em-
mons, general manager Chicago. South Bend & North-
ern Indiana Railway, and R. L. Koehler, superintendent
Scranton & Binghamton Railway. Mr. Koehler's let-
ter set forth answers to sixteen questions that had been
propounded by J. W. Brown, a member of the com-
mittee.

Messrs. Collins and Nachod discussed the revision of
circuits of contactor signal systems which would permit
the use of the standard color-light aspects and thus
would avoid necessity for the motoxmen observing the
movement of the disk or the change in the aspect to
make certain that the signal had operated properly
when the car passed under the contactor.

The committee members discussed the desirability of
recommending the omission from the Manual of the
standard, regarding the use of continuous track circuits
for the control of automatic signals for high-speed in-
terurban service and considered the insertion of certain
paragraphs on the "Requisites of Installation for Auto-
matic Block Systems." J. J. Doyle, Baltimore, is pre-
paring abstracts of the rules and regulations of com-
missions as affecting block-signal installations on elec-
tric railways, which material will be included in the re-
port, and H. H. Norris, Electric Railway Journal,
is preparing a bibliography on signaling which will be
included in the report.

General discussion was held on what symbols it might
be desirable to insert in the Engineering Manual. The
use of some comparatively large sign to indicate the lo-

cation of signals and sidings along interurban rights-
of-way was also discussed by several of the members
who were using such signs. G. N. Brown displayed a
blueprint of a sign about 3 ft. x 4 ft. in dimensions,
reading "Block Signal 1000 Feet." The sign had large
black letters on a white background and was mounted
at a height about level with the motorman's eyes, its
function being to enable motormen to locate themselves
more easily. Mr. Jeffries then described the sign which
is used throughout the interurban lines of the Terre
Haute, Indianapolis & Eastern Traction Company. This
is oval in shape, 3 ft. long and 2 ft. high, and is made
of cast iron with raised letters reading "2000 Feet — ■
Name of Siding." The letters are black on a white
background and the signs are mounted on substantial
posts. These signs have been found of considerable
value, not only in helping the motormen to locate the
signals, but also in checking the memory of the train
crews regarding orders. Mr. Jeffries pointed out that
the use of the name of the siding was an important
feature in that respect.

Revised clearance diagrams were then considered for
inclusion in the report, and it was stated that the chair-
man of the block signal committee will shortly ask the
secretary of the association to send out data sheets re-
questing the essential facts regarding the cost of oper-
ating block signals.

The subject of highway crossing protection also re-
ceived very thorough discussion. In this it was pointed
out that a committee of railway men in the State of
New York has prepared a data sheet which will be
sent broadcast throughout the country with a view to
co-ordinating the ideas of not only railways, but also
automobile associations and state and municipal au-
thorities preparatory to the choice of some standard as-
pect which can be recommended for general use by
steam and electric railroads.

Drawbridge protection was then discussed by Mr.
Smith, who described the practice of the elevated rail-
ways, and Mr. Gould, who described the safety features
installed by the Chicago Elevated Railways to provide
against trains approaching an open draw. The series
of tests proposed by R. V. Collins for contactor-signal
equipment was then discussed, as were such other sub-
jects as the code of safety rules of the National Bureau
of Standards, the form of contract for signal installa-
tions and the operation of trains by signals without the
aid of dispatchers. It is probable that the next meeting
of the committee will be held somewhere in New York
State in June.

REVISIONS FOR ENGINEERING MANUAL

The American Electric Railway Engineeering Associa-
tion has issued its revised sheets for the Engineering
Manual, the revision being to the month of December,
1915. The new sheets comprise forty-six folders of
various lengths, the data contained therein bringing up
to date the record of the preferred practices of the
Association, as well as the standards and recommenda-
tions. The new index that is supplied with the revision

610

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 13

sheets contains a complete list of reports and discussions
on the various engineering subjects that have been pre-
sented before the Engineering Association since the
year 1907, so that reference to information contained
in the Association's proceedings may be quickly made.
In addition, there is a general index of the material
contained in the Manual as revised, this including the
list of standards and recommendations of the Associa-
tion that was published in last week's issue of the Elec-
tric Railway Journal.

MANUFACTURERS' DUES UNDER REVISED
CONSTITUTION

Letters received by the secretary of the American
Electric Railway Association recently show that there
is some misunderstanding among manufacturers in re-
gard to the dues payable by them as member companies
of the association under the revised constitution. Per-
haps the chief point which is not clearly understood is
in connection with the $5 registration fee formerly
charged each manufacturer's representative for attend-
ance at the convention. Under the new plan no such
fee will be charged, the manufacturers being on the
same basis in this respect as the railway companies and
will be privileged to send as many representatives to a
convention as they desire without the payment of any
additional fee. This will not prevent, of course, any
manufacturing representative from joining the asso-
ciation as a member as before for $5 and getting the
publications for which these dues entitle him, but such
action is not necessary to secure admission to any con-
vention.

Another point upon which there has been some ques-
tion has been as to whether manufacturing companies
which join the association have to disclose their receipts
from electric railway business in their application
blank. This is not necessary. The manufacturer needs
only state the class, based on gross receipts, in which

Activities of the

PUBLIC SERVICE SECTION

The eighth discussion in the course on "Public
Service Economics" was held by company section No.
2 in Newark, N. J., on March 16.

R. E. Danforth, general manager, discussed the
operating statistics of the company for 1915. He
called attention to the fact that in the past year the
scheduled speed had been increased 3 8/10 per cent
by cutting out layovers, etc., the company now oper-
ates practically 1,000,000 car-miles per week, and car-
ries an average of 1,132,812 passengers per day. Dur-
ing the year past the cost of settlements for damages
has decreased by 25 per cent. Automobile accidents
have gradually increased until they now form about
14 per cent of the total. Mr. Danforth quoted freely
from the statistics of operating and maintenance costs
to indicate where improvements were being made and
where others could be made.

H. A. Benedict, mechanical engineer, then gave an
illustrated historical talk on the development of the
electric car and the power plant. He showed a re-
markable collection of slides of cars of various types,
including typical cars used on the local property.

William H. Davis, librarian, a recent addition to
the staff of the company, explained the purpose and
method of operation of the library, and gave some
statistics as to contents and circulation. It contains
4350 books and 9000 pamphlets besides numerous
periodicals. It is used by 1200 or more persons, who
either call at the room or have material sent to them.
During the past year about 15,500 books and pam-

his company belongs, and the limits in this classifica-
tion are so wide that very little definite information
is thereby given. No manufacturer need hesitate to
join the association through the fear, therefore, that
his competitor will know just what his gross receipts
were during the previous year.

•COMMITTEE ON PASSENGER TRAFFIC
In accordance with the plan outlined at the meeting of
this committee held on March 2 a data sheet covering
the following particulars has been prepared and is be-
ing sent to the members of the association.

I. Interline passenger traffic, arrangements between
interurban and steam roads.

II. Financial aspects of the operation of open cars.

III. Special cars, methods and results, (a) City lines,
chartered car service, ib) Interurban lines, chartered
car service.

ACCOUNTANTS' ASSOCIATION COMMITTEE
APPOINTMENTS

The following appointments have been announced:

Representing association at convention of railway
commissioners — W. F. Ham, chairman ; C. S. Mitchell
and Irwin Fullerton.

Accounting definitions — George A. Harris, S. C.
Stivers and J. Gerry Dobbins. (Chairman and one
other member to be appointed.)

Passenger, express and freight accounting — Walter
Shroyer, chairman; E. L. Kasemeier, H. H. Read, R. J.
Clark and T. B. MacRae.

Engineering- Accounting — F. H. Sillick, co-chairman ;
Charles H. Lahr, J. C. Collins and H. A. Gedney. (One
member of the committee to be appointed.)

Life of railway physical property — R. N. Wallis, co-
chairman; A. R. Patterson and J. M. Smith.

Transportation-accounting — A. E. Dedrick, chair-
man ; George W. Kalweit and W. O. Ingle.

Company Sections

phlets were sent to users, and the total use was 36,000
pieces, not including magazines used casually.

H. C. Donecker, assistant general manager, an-
nounced the results of the suggestion contest ar-
ranged some months ago by the company. One hun-
dred and twenty-five suggestions were received in
January and, on account of the large number, only
operating details were considered at this time. There
were seventy-two suggestions along these lines, forty-
eight of them for motormen and conductors. Mr.
Donecker read a number of typical suggestions and
also the names of a number of contributors, closing
with that of William Snell, conductor reporting at the
Montgomery Street carhouse, Jersey City, who re-
ceived the award for the month.

In closing, some moving pictures of a general na-
ture were given under the auspices of the claims
department.

MANILA SECTION

At the fourteenth meeting of joint company section
No. 5, held on Feb. 1 in Manila, P. I., the principal
speaker was C. M. E. Pereira, bookkeeper, the title of
his paper being "What Street Railways Have Done for
the City and Its Inhabitants." At the meeting twenty-
nine applications for membership in the railway associa-
tion were presented, all but four being from members
of the transportation department.

Mr. Pereira said that the first street railway in the
Islands was built in Manila thirty years ago by the
Compania de Tranvias de Filipinas, a European-Fili-

March 25, 1916]

ELECTRIC RAILWAY JOURNAL

611

pino corporation. Horse and steam tram cars were op-
erated. When the Americans arrived an agitation for
better transportation was begun, the pioneer being A.
Burlingame Johnson. The result was the present com-
pany, financed in the United States, which inaugurated
the new system in April, 1905. In 1907 the suburban
line to Pasig through Fort McKinley was built and
steam was replaced by electricity on the line to Malabon.
Conditions since the American occupation have not been
conducive to the investment of outside capital so that
the optimism and courage of the pioneers, which have
resulted in 52 miles of street car lines in Manila, deserve
a greater financial reward than they have so far re-
ceived. The poorer classes have benefited greatly from
the improvement in the railway system as they have
been able to get out of the congested districts. A large
class of small-home owners has been built up. The
outlying towns have benefited also through the Ameri-
can and European colonies which have been formed in
the Singalong, Malata, Pasig, Santa Mesa and Santa
Ana districts.

SECTION NO. 10 DUE ON MARCH 31
A company section of the association will be formed
on March 31 by Newport News & Hampton Railway, Gas
& Electric Company, at Hampton, Va. This Allen &
Peck property is under the management of E. F. Peck,
and promises a fertile field for local association activi-
ties. Representatives of the association will be present
to assist in launching the new section.

MILWAUKEE SECTION
A meeting of company section No. 1 was held on
March 2. J. G. Hordgrove, of the company's counsel,
gave an extemporaneous talk on paving, tracing the
paving situation from the early days of the street
railway in Milwaukee, and outlining the franchise
requirements. Committee reports on special work and
design of cars were presented and discussed. A
"quiz" period of fifteen minutes followed the general
order of business, and mimeographed copies of the
"Review of the Technical Press" were distributed.

CAPITAL TRACTION SECTION
Section No. 8 met for the first time in its new
quarters in the general office building of the company
on March 9 with a record attendance. Addresses were
delivered by P. T. Moran, president of the Washington
Chamber of Commerce, and Vice-President D. S. Carll
and President George E. Hamilton of the company. A
program of musical numbers and recitations was ren-
dered by talent gathered from within the membership
of the section, and at the close of the evening's enter-
tainment a buffet luncheon was served.

Mr. Carll spoke on "Some Problems the Company
Has Met," and gave a brief history of the early opera-
tions of the predecessors of the present company. He
called upon a number of the older employees present,
who recounted personal reminiscences which supplied
interesting details of the company history. The occa-
sion developed into a regular experience meeting. In
closing, Mr. Carll said that his purpose had been to
bring out the importance of co-operation between the
company and its employees in the solving of past prob-
lems, and predicted that this same spirit would enable
the company successfully to meet every difficulty which
might arise in the future. Mr. Hamilton said that Mr.
Moran had been invited to speak not because he was
president of the Chamber of Commerce, but because
he was a man who from small beginnings had accom-
plished great things. He said that labor and ambition
rooted in integrity were the implements with which Mr.

Moran had forced his way in life, and that by using
the same implements, which were in their possession,
the employees of the local company can accomplish
much for themselves and for the community.

DENVER TRAMWAY SECTION

The thirty-fourth monthly meeting of the section
was held in the company's assembly hall on March 18,
with W. G. Matthews in the chair. Four reels of mov-
ing pictures showing the several processes in the manu-
facture of "National" pipe were first shown. There
were 150 persons in attendance.

The address of the evening was by Hon. Sheridan
S. Kendall, a member of the Colorado State Public
Utilities Commission, and it was entitled "The Tri-
angle." The suggestion for this subject was obtained
by Mr. Kendall from the monogram recently adopted by
the company, and which was described and illustrated
in the issue of the Electric Railway Journal for
March 4, 1916, page 450. His remarks covered the
relations of a public utility corporation to its patrons,
to the investor and to the employee, and they brought
forth a lively discussion.

CHICAGO ELEVATED SECTION

President Charles L. Henry addressed an enthusiastic
meeting of the Chicago Elevated Section on Jan. 18,
taking the opportunity to describe to this recently
formed section the plan and scope of association work,
and the place of the company sections in this work.

The following meeting was held on Feb. 29, in the
rooms of the Western Society of Engineers, with an at-
tendance of eighty. The secretary reported that since
the last meeting thirteen new applications had been re-
ceived, making the present niembership 177. The con-
stitution was amended to provide for meetings on the
third Tuesday of each month except during July and
August. Among the topics discussed in connection with
the question box were, "Which is more economical, the
use of flanged brakeshoes or plain ones?" and "How
much power measured at the substation bus is required
to start up rotary converters of various sizes from the
a.c. side and the d.c. side?" The matter of a binder for
the preservation of safety bulletins was discussed, and
a committee reported that it would have a suitable
binder ready for distribution at the next meeting. It
was also decided to print and circulate copies of the
constitution and by-laws.

The speaker of the evening was M. J. Feron, general
superintendent of transportation, who has been in the
service of the Elevated Railroads for twenty-one years,
having risen from the position of switchman. He spoke
on "Training of Transportation Employees." He said
that an employee is essentially an investment, a great
deal of time and effort having been spent in his initial
training, so that in further dealing with him a con-
sistent effort must be made to conserve this investment
and to derive from it an adequate return to the com-
pany which made it. An infraction of the rules by an
employee, unless extremely serious and repeated, should
not call for dismissal, by which the entire investment
in the training of this employee is lost, but rather for
"repairs" or admonition. If the employee can thus be
made to realize his mistake, he becomes a more valuable
man, and yields a higher return on the investment.

Mr. Feron quoted a number of statistics to show the
permanency of the personnel of transportation em-
ployees on the local property. On account of the un-
reliability of their employment, the extra guard class
changed very rapidly, but in the last few years the rate
of change has decreased considerably. All transporta-
tion employees work as extra guards, and progress from

612

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 13

that class to the others, that is, to be regular guards,
switchmen, towermen, conductors, motormen, service in-
spectors, etc. At present, the companies have in their
employ 314 transportation men who have been with
them continuously for fifteen years or more. A method
of discipline of employees by further education rather
than by the application of summary methods is not only
a paying proposition, from the business standpoint, but
it is a duty which is owed to the employee.

PORTLAND (ME.) SECTION

Company Section No. 9, that of the Cumberland
County Power & Light Company, met on March 10, with
150 men in attendance. The principal speaker was
Judge Benjamin F. Cleaves of Biddeford, Me., chair-
man of the Public Utilities Commission for the State
of Maine. He explained the relations of the commission
to the public, traced the development of the railway
and lighting utilities and prophesied good results for
the future from co-operation between the public and
the utilities.

Following the address there were musical numbers
and a banquet, prepared and served under the direction
of Clarence Houghton, chairman of the hall and supper
committee. G. C. Estill was appointed chairman of the
program committee vice G. S. Brush, resigned.

WASHINGTON R. & E. COMPANY SECTION

The regular monthly meeting of the Washington
Railway & Electric Company section was held in the
new assembly hall of the company on March 13. An
address was given by Maj. Robert Hugh Patterson, an
American army surgeon recently returned from the
European war zone where he had been stationed with
the American Red Cross forces. The address was pre-
ceded by a song recital, and at the conclusion of the
meeting a buffet luncheon was served. The attendance
at the meeting was about 100 members. President Kim-
ball announced that the present membership is nearly
150, and he anticipates that this will be increased in
the near future.

Major Patterson stated that in view of the unselfish
manner in which America had sent money, food, cloth-
ing and medical supplies to the war sufferers abroad,
it was now time for us to begin conserving the medical
resources of the country for home consumption as part
of the government preparedness program. He de-
scribed first-aid methods with the aid of motion pic-
tures, and gave practical demonstrations of applied
methods with Dr. L. W. Glazebrook, chief surgeon of
the company, as his subject.

Tramway Accident Increase in
Germany

Since the outbreak of war the number of tramway
accidents in Germany has shown an alarming increase,
owing chiefly to the substitution of unskilled men for
train motormen and conductors who are fighting in the
war. Statistics show that in the period between the
beginning of the war and Dec. 8, 1915, there were 425
collisions between tramcars, 120 of these between Aug. 1
and Dec. 31, 1914, and 305 between Jan. 1 and Dec. 8,
1915. In the same five months from August to Decem-
ber, 1915, there were only six collisions. The collisions
between tramcars and wagons and other vehicles also
show an increase in the last sixteen months. The
municipal authorities have decided to appeal to the mili-
tary commandant to release both motormen and con-
ductors, who are merely performing garrison duty, and
permit them to return to work.

COMMUNICATIONS

Standards Should Cheapen Cost

Chicago Surface Lines

Chicago, III., March 20, 1916.

To the Editors:

I was very much interested in reading the editorial
in your issue of March 11 entitled "Standards Should
Cheapen Cost," and as chairman of the committee on
the use of standards of the American Electric Railway
Engineering Association I desire to thank you for
bringing out the very important point which you have
mentioned in connection with this subject. I also note
that in your issue of March 18 you have published the
up-to-date list of standards and recommendations that
have been approved by the Engineering Association,
and I wish to say that our committee appreciates the
assistance which you have rendered to date in connec-
tion with this subject. We welcome any further aid
that you may give in drawing this matter to the atten-
tion of the electric railway industry at large.

H. H. Adams,
Chairman Committee on Use of Standards.

Brooklyn Rapid Transit System

Brooklyn, N. Y., March 14, 1916.

To the Editors:

I note your editorial reference of March 11 to the
insular attitude of the larger companies in regard to
the use of association standards, and believe that, in
general, this is correct. The larger companies who, as
stated by you, control the situation to the extent of
purchasing large quantities of material, could do much
to increase the value of the association's specifications,
by decreasing the cost of the product, if all of them got
together on the single set of standards that are thus
presented. If those in direct charge of the various
technical departments of the larger properties were
more interested in this feature, the incentive toward
the establishment of future standards and the revision
of those already established would be much greater than
it is to-day, when a more or less discouraging situation
confronts the committees.

It is my belief that lack of sincerity or of interest on
the part of all concerned (and every official of the vari-
ous railroad properties bears his share) is primarily
the reason for the present situation. Only a conserva-
tive number of standards have been established, and
then only after a full discussion and thorough consid-
eration for the interests of the manufacturers and the
electric railway companies as a whole. Yet the stand-
ards are used but little and they do not have the stand-
ing with the manufacturers that is enjoyed by the
standards of the Master Car Builders' and Master
Mechanics' Associations.

Nevertheless, the standards of the American Electric
Railway Engineering Association are determined upon
broad lines. They must be if they are to be of value.
They can never be established without the representa-
tion, or at least consultation, on the part of reputable
manufacturers. The full views of the latter, through
their engineering departments or factory managements,
must be obtained, and this point, as a matter of fact, I
consider as a first essential. However, it need not neces-
sarily be followed to an extent that would bias the action
finally taken, which primarily must be for the benefit
of the electric railway properties and their various
managements.

But, before these various standards are used in a

March 25, 1916]

ELECTRIC RAILWAY JOURNAL

613

general way, and to such an extent that they will be of
real value to the electric railway industry, it will be
necessary to awaken real interest. By this I do not
mean the kindly expressions that oftentimes emanate
from those who are associated in our work, but who
refuse to accord practical support the moment they re-
turn to their properties from conventions or meetings.
Frequently such officials, who have given ostensible sup-
port to the standards, sit tight in exactly the opposite
position and, when they are requested to advise why
they do not use association standards, reply that they
believe their own to be better, or that their peculiar
situation makes it desirable or necessary to act dif-
ferently— in other words, pinning the blame to that
poor old over-worked phrase, or excuse, "local condi-
tions."

It is true also that many of those having to do with
the establishment of standards are not in a position to
carry out their recommendations. Often it is difficult
to overcome the somewhat narrow views expressed by
those represented in our association work, these views
being set forth purely from motives akin to self-preser-
vation. For instance, some officials see fit to oppose
certain details in connection with the establishment of
standards because these do not happen to exist upon
their own systems or because such practices are not a
part of their own routine. This has been true to a large
extent, and my object in pointing it out is to indicate
that the final establishment of a standard is possible
only after the most thorough discussion, investigation
and full expression of views by all those who are inter-
ested, including even those who can never look beyond
the confines of their own properties. W. G. Gove,
Superintendent of Equipment.

Why Trolley Wire Wears Out

United Railroads of San Francisco

San Francisco, Cal., March 13, 1916.
To the Editors :

Supplementing the article which 1 recently sent you
on the subject "Why Trolley Wears Out" the following
additional notes on the relation of retrievers and trol-
ley wear may be of interest.

In the preretriever days when the trolley rope hung
loosely from the pole the whole upward pressure from
the trolley base springs was applied vertically to the
under side of the wire, and the wear on wheel and wire
was nearly symmetrical.

With the retriever pulling diagonally downward from
the end of the trolley pole, beside this vertical pressure
which still remains, there is brought about an additional
side pressure between the trolley wire and one flange of
the trolley wheel that causes the wear in the wheel and
on the wire to be unmistakably one-sided, as an inspec-
tion and study of condemned wheels and wire from
straight line track readily reveals. The excess wear on
both is always found on the side likely to be abraded as
the result of the rope pull from the off-center retriever,
and is thought to explain large increases in trolley wire
and trolley wheels used per car-mile for renewals in
years immediately following the adoption of retrievers.

With a 6-in. diameter retriever located in the center
of the car front, the rope leaves it at the periphery of
the coil and is 3 in. off center or 3 in. away from a point
directly below the trolley wire. With the retriever lo-
cated beside a 12 in. diameter headlight the rope is 6
in. off center at the retriever. This location brings an
appreciable and constant, though perhaps slight, hori-
zontal pressure between one flange of the wheel and the
wire. Retrievers have even been found located so that
the rope emerges as much as 16 in. off center.

On curves the trolley wire is located off center for
minimum rolling friction between wheel and wire and
the farther this curve location of the wire from the
track center, the greater is the side pressure between
wheel and wire due to the existence of the retriever even
if located centrally.

Retriever pull on devices a short time in service has
been found to vary from 1 lb. to as high as 9 lb. For
some long cars on 45-ft. radius curves the wire is located
57 in. off center. With an 18-ft. high wire, retriever
5 ft. 6 in. above the ground, 16 in. off center and 9 lb.
pull there would be a theoretical side pressure of nearly
4 lb. between wheel flange and wire in such an extreme
case with retriever and wire on opposite sides of the
car center.

If the retriever was off center on the same side of
the car as the trolley wire was off center, theoretically
this side pressure would be less. Practically it might
be more with some types of retrievers because the rope
would pull harder over the iron edge of the mouth of
the retriever than it normally drags, and would increase
the retriever reluctance to yield up the necessary rope.
This reluctance under such conditions is often enough
to cause the wheel to leave the wire and, to forestall
th.is, conductors are seen to pull out slack rope and hold
it out until past curves located on the same side of the
car as the retriever to prevent interruption to service.

The high polish and deep scores to be found on the
edge of the mouth of certain types of retrievers where
the trolley rope drags proves the existence of this addi-
tional friction.

The retriever has undoubtedly come to stay, but in a
company covering millions of car-miles per year this
continuous one-sided grinding against the soft trolley
wire and brass ears caused by the presence of the re-
triever may be a serious item in copper consumption,
whether the device is located centrally or off center,
besides increasing the frequency of re-earing the line.

A study of the annual consumption of trolley wire and
trolley wheels for purely maintenance purposes per car-
mile for a series of years before and after the adoption
of retrievers might surprise some companies. The
theory of trolley renewals occuring in periodic cycles
must be allowed for in considering wire figures though
it has no place in considering wheels.

S. L. Foster, Chief Electrician.

Service Improvements on the London
& Southwestern

The advantages of electric operation on the Kingston
and Shepperton lines of the London & Southwestern
Railway, the electrification of which was placed in oper-
ation on Jan. 30, is already very noticeable, according
to the engineer. The company has made a marked re-
vision of its local service. The quicker acceleration of
the electric trains enables them materially to reduce the
number of trips hitherto in force, while the steam trains
on other routes, such as those running to Hampton
Court, are arranged in many instances only to stop at
principal stations, thus enabling quicker service. More-
over, as a result of the policy of standardizing the serv-
ice, important developments affecting almost the whole
of the suburban and outer suburban operations have
been made. After 5.30 a. m. every train is electric, ex-
cept on routes which are not wholly on the section at
present equipped, and a ten-minute service is provided.
Originally, a steam local train running between Water-
loo and Kingston took thirty-five minutes to cover the
journey, while the time taken by the electric trains is
only twenty-eight minutes. Six-coach electric trains
will be used as required to meet traffic variations.

614

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 13

EQUIPMENT AND ITS MAINTENANCE

Short Descriptions of Labor, Mechanical and Electrical Practices
in Every Department of Electric Railroading

Contributions from the Men in the Field Are Solicited and Will Be Paid for at Special Rates.

A One-Man Pole-Hoisting Machine

BY W. E. NEES

Superintendent of Railway, Selma Street & Suburban Railway,
Selma, Ala.

The Selma Street & Suburban Railway has recently
built in its shop in Selma, Ala., a pole-hoisting machine
which has several good features, and which will prob-
ably be of interest to the readers of the Electric Rail-
way Journal as a continuation of the subject dis-
cussed by C. R. Harte in the issue for March 18. The
machine is strictly a one-man affair, one man with it
being able to handle any pole that is liable to be used
on an electric railway. The accompanying photographs
show the construction and method of operation of this
machine.

With most pole-raising machines, more time is re-
quired to get them ready than is used in the actual
raising of the poles. With this machine, however, the
mast is raised by the same hoisting tackle that is used
to raise the pole, so that all that is necessary in oper-
ating the machine in pole-setting is to run it up to
the hole, fasten the hook on the end of the chain to
the lower end of the mast, and begin to turn the winch
in the hoisting direction. It operates so easily that
one man has been able to raise a 1500-lb. pole without
pausing for breath.

The machine consists of a steel frame carried on
wagon axles, the frame serving to transport a steel

mast or gin pole and to mount a winch used for rais-
ing the mast and also the pole when the mast is placed
in position. The frame is made of angle irons, and well-
braced, its construction being clear from the illustra-
tions. The whole machine is made up of standard ma-
terial, a 22-ft. Bates expanded metal pole being used
for the mast, and a Yale & Towne winch for hoisting
purposes. The mast is strong enough to carry very
heavy loads and it is provided with a substantial base
14 in. wide and 42 in. long.

Two head lines, fastened permanently to the top of
the mast, are provided to take the lateral strain. When
the mast is in place and the head lines are made fast to
trees, poles, or other suitable anchorages the machine
is ready for business. Two iron pins or stakes are used
as anchorages if no others are available. The head
lines are adjusted to permit the mast to lean so that its
top extends toward the pole hole about 6 in. from the
vertical.

The hoist has a self-contained arrangement that pre-
vents it from lowering the load unless the winch is
turned backward, against the hoisting direction.

The weight of the mast is nearly balanced on one end
of the supporting frame, so that a very slight effort
serves to raise it to a vertical position. It is placed
slightly out of balance to render easy its return to
normal, or horizontal position. When the mast is
raised its weight is automatically transferred to the

ONE-MAN POLE HOIST IN PROCESS OF BEING RAISED

ONE-MAN POLE HOIST WITH MAST IN HOISTING POSITION

March 25, 1916]

ground, and the machine is relieved from all strain
while a pole is being raised.

When a pole has been set and tamped a slight turn
of the winch in the lowering direction releases the
chain hitch and the hook returns to the ground. It is
made fast to the bottom of the mast and by a slight
pull on the head lines the mast is started down. As
soon as it leaves the vertical the effect of the slight
counterbalance is felt and the mast is returned to the
horizontal by the unwinding motion of the winch.

Reclaiming Broken Track Tools

BY "WAY ENGINEER"

Ordinary track hand tools, as a rule, are not re-
claimed when they become badly worn or broken, and
only such repairs are made as can be readily handled
by an ordinary laborer. This is particularly true of
large construction jobs where a considerable item of
their cost is expended in track hand tools, yet when a
job is completed comparatively few of the tools are to
be found that are good enough to turn over to the main-
tenance forces. Many of these worn and broken hand
tools which are discarded as useless can be repaired
profitably. Experience on some roads has demonstrated
this fact, and the ease of making repairs has been con-
siderably facilitated by the introduction of portable
welding outfits. While it has been found economical to
repair tools, it is also very important that the repairs
be properly made to accomplish the best results. It is
as essential to good workmanship and efficiency that
tools should be kept in proper condition as it is to buy
first quality tools. In other words, tool repairs should
be concentrated at a single point where one or more
men may be regularly employed in putting them in serv-
iceable condition.

Specific cases of repairs to hand tools that pay in-
clude reclaiming good shovel blades in which the handles
have been broken, by supplying new handles. Handles
in good condition may often be had by taking them from
blades that are completely worn out. Claw bars badly
worn, or with one of the claws broken may be reclaimed
by dressing the bar down to form a new claw, or if there
is not sufficient stock remaining, a new claw may be
welded on. It is also important, and has now become
general practice, to keep track picks sharp and properly
tempered. The cost of the pick, however, is so small
that reclaiming an old one by welding on a new point is
hardly worth while. Lining bars and tamping bars may
be readily restored to good condition by straightening,
redressing and retempering.

Accurate workmanship when repairing spike mauls is
very important. An untrue surface makes it impossible
to strike a true blow, and an improperly struck blow
may bend a spike or cause an accident. An improperly
tempered maul soon becomes untrue when the metal is
too soft, or if it is too hard pieces may chip off and
cause an accident. The same requisites apply to track
chisels which primarily must be purchased with steel
of proper quality. A poor chisel delays the work, and
increases the cost of any operation. It is also very
important to keep track jacks in perfect operating con-
dition. Where several extra ones are not on hand a bad-
order jack may tie up a gang. The track jack like the
track drill, is more expensive than the average hand
tool, and it is not general practice to have an unlim-
ited supply of extra ones. It is therefore important
that jacks and drills not only be in good order but that
they be inspected for defects occasionally, and when
repairs are necessary they should be made by an expert
mechanic in order to insure results.

With no other track hand tools are accuracy and good

615

repair so important as with the ordinary track gage and
level. When these become damaged for any reason the
utmost care should be exercised to see that the repairs
are made properly, and after the work is completed their
accuracy should be checked before they are actually
used in track work. Repairs to either of these tools
are difficult to make because accuracy is so essential,
hence, it is especially advisable to have this work done
by an experienced repairman. In other words, the re-
pairing of most track hand tools is a job for a special-
ist if the best results and maximum economy are to be
obtained. A first-class blacksmith is best qualified to
do this kind of work, but it must be borne in mind that
not every blacksmith can repair these tools. Experi-
ence in making repairs to hand tools is a necessary
requisite, hence it is better to employ one man on work
of this kind and hold him responsible for the quality of
the repairs made.

Gage for the Adjustment of Controller
Fingers

BY R. H. PARSONS, ELECTRICAL FOREMAN

The life and service of controller fingers depend so
much on their proper adjustment that too much care
cannot be given to this point. The General Electric
Company recommends a lift of 3/32 in. or Vs in. for
each finger. This gives sufficient contact, and at the
same time does not subject the springs to excessive

DIAGRAMS SHOWING METHOD OF USING CONTROLLER-FINGER
MARKING GAGE

motion, which would have a tendency to break them in
a short time. It is believed that the lift should approxi-
mate Vs in. rather than 3/32 in., because in old cylin-
ders there are invariably irregularities which make the
segments a little higher on one side than on the other,
and a 3/32-in. lift at the beginning might mean only

A MARKING GAGE FOR USE IN ADJUSTING CONTROLLER FINGERS

1/16 in. at the full parallel position, which would be
getting near the point of insufficient contact.

As it is a difficult matter to get the proper lift by
eye, and still more difficult to instruct men to do so, a
gage similar to the one herewith illustrated will be
found an excellent aid. This gage is a scratcher with a
permanent setting of Vs in. or 3/32 in. It is con-
structed so that when used as shown in one of the illus-

ELECTRIC RAILWAY JOURNAL

616

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 13

traticns it will leave a mark on the segment at the
proper distance from the outside surface.

After the segment has been marked, which takes but
an instant, the cylinder should be moved until the seg-
ment just touches the finger. The finger is then set so
that its line of contact shall be in line with the mark
on the segment, after which its set-screw is tightened.
This completes the setting of the finger as far as lift
is concerned.

Sanitary Water Cooler with Isolated
Ice Chamber

BY C. W. DUNCAN

Master Mechanic Terre Haute, Indianapolis & Eastern
Traction Company, Indianapolis, Ind.

Much controversy has been heard concerning the sani-
tation of drinking cups for interurban and steam pas-
senger cars, while little attention, if any, has been paid
to the container of the drinking water. Unsanitary con-
ditions are caused by the contact of drinking water with
the ice, which may contain impurities from having been
handled by men whose hands are often dirty and pos-
sibly contain disease germs. On many roads the water
tanks are seldom if ever tested and cleaned. The water
tanks used on most interurban roads are made of zinc

SANITARY WATER COOLER

or copper, and lined with sawdust or asbestos. They
are constantly in need of repair, thus necessitating the
use of acids inside the tanks, which thus become very
unsanitary. In many cases the water leaks through the
first wall into the asbestos for some time before the
flavor of impurities is noticeable in the water.

In order to eliminate this unsanitary condition and
to reduce the cost of maintenance of the water cans, the
writer has designed and installed a sanitary water
cooler, shown in the accompanying illustrations, which
on the cars where it has been installed in connection
with penny-in-the-slot machines for dispensing drink-
ing cups has produced a sale of double the number of
cups sold with the old-style drinking water container.

The cooler consists of a 10-in. x 24-in. glass bottle, a
porcelain or enameled cooling chamber (the latter being
preferable on account of breakage), and an ice tank.
The tank is 10 in. x 10 in. x 12 in., and is made of
No. 23 gage sheet iron with a %-in. wall. It is filled
with charcoal. The tank is designed with a false bot-
tom so that the ice can be packed all around the cooling
chamber.

On the side of the tank near the bottom edge is
located a cock for draining the water of the ice tank.
The cooling chamber is permanently fastened inside the
ice tank by the pipe which leads from the inside of the
cooling chamber to the faucet on the outside of the ice
tank, and it is supported by the false bottom, which is
3 in. from the true bottom of the tank. Rubber washers
and nuts are placed on both the outside and inside of
the cooling chamber and tank to keep the drinking
water from mixing with the ice water and to keep the
ice water from leaking out around the pipe where it
passes through the side of the tank. The ice tank is
covered with a tight-fitting cover made in two pieces
so that the front half can be easily removed for filling
with ice. The neck of the porcelain jar projects through
the cover of the ice tank for about % in. There is a
heavy rubber washer around the inside of the neck of
the porcelain cooler upon which the neck of the water
bottle rests, making a tight joint.

The water cooler and bottle are placed in the corner
of the lavatory, with the faucet on the aisle side. The
ice tank and the inside of the recess are painted white,
which gives the outside an attractive and sanitary ap-
pearance. The bottle is held in place by a brass strap,
hinged at one end and flat at the other.

The cost of the outfit was as follows :

Tank and drain cock $7.60

Glass bottle 75

Faucet and porcelain cooling chamber 3.0ft

Total $11.35

Labor of installing 2.50

Total , $13.85

The cost of both the cooling chamber and tank would
be greatly reduced by buying in quantities. The cost
of the old tank previously used was $12 without the
faucet, or with the faucet about $13.85, plus the expense
of installing.

Power Plant Inventory

BY J. C. HENRIQUES

Electrical Engineer

In making a valuation of the electrical equipment of
power plants and substations it is often assumed that
the taking of a correct inventory requires little knowl-
edge of the apparatus used or of its functions. Such
is not the case, however, for the work of listing items
which go to make up the physical property on which the
whole valuation lies must be done by competent engi-
neers who are thoroughly familiar with the operation
and construction of all units and auxiliaries. Correct
listing is essential in order that every item be carefully
noted and that no omission or duplication may occur.
The following is a description of the method used and
found to be successful by the writer.

The equipment should be listed in the following
order :

Conduit

Cables and wires

High-tension compartments

High - tension switchboards
(three- and two-phase)

Direct - current switchboards
(inclusive of arc distribu-
tion switchboards)

Miscellaneous switchboards

Foundations

Rotaries and transformers
Generator and motor gener-
ator sets (alternating and

direct current)
Mercury arc rectifiers
Storage batteries (including

end cell switches)
Auxiliary apparatus
Miscellaneous apparatus

The detailing of the apparatus will be taken in the
order in which it appears above.

The blueprints of the station to be appraised should
be obtained and checked in the field, all corrections
being noted on the prints. The prints of conduit runs
should be referred to the company's superintendent of
construction for changes of conduit sizes and runs, all

March 25, 1916] ELECTRIC RAILWAY JOURNAL 617

Conduit

Wires

Condulet Fittings

Location

or Conduit

Reference

Size
and
Kind

Total
Length

Number
of
Wires

Code
Letter

Length in
j Duct

Length Out
1 of Duct

1

Total
Length

From

To

POWER PLANT INVENTORY — HEAD OF BLANK FOR LISTING MISCELLANEOUS CONDUIT AND WIRES

changes being noted on the prints. A form should then
be designed to show the kind, length and size of con-
duit, how laid, duct formation and location. All high-
tension and low-tension feeder conduit should then be
measured from the prints and recorded. Machine con-
duit for each unit and storage-battery conduit are next
taken. All miscellaneous conduit is listed last.

If blueprints of conduit runs are not available, the
following procedure is recommended : Make up a floor
plan to scale and plot in the size and kind of conduit
at the various locations where they rise out of the floor
or end in the manhole. The connecting up of the con-
duits to their proper locations can be done by an engi-
neer who is familiar with the laying out of conduits in
substations and power houses. If possible, it is also
recommended that the conduit, etc., should be measured
up and listed in the field.

Cable forms should show the location, size, insulation
(thickness and size), thickness of sheath if any, num-
ber of cables in duct, length of cable in duct, out of duct
and total length of cable. From the conduit sheets
already listed the length of the cables in the conduit can
be obtained. The sizes and insulation specification are

Year

Reference

Quantity J Description of Equipment

Installed

Remarks

POWER PLANT INVENTORY — HEAD OF BLANK FOR LISTING
GENERAL EQUIPMENT

and wires (between buses and switches), panels,
meters, etc.

High-tension switchboards should be divided into a
general section and an individual section. The general
section includes all equipment, conduit and wiring bus
cables, ground wire, insulators, bus transformers, etc.,
which cannot be assigned to an individual panel, such
as iron (frame work, screens, etc.). The individual sec-
tion includes regulators with equipment common to it,
oil and knife switches, cable from bus to switch, wir-
ing on panel, meters, relays, etc. The three-phase
switchboard should be listed before the two-phase
switchboards when two-phase switchboards are 'installed
in the station. The reason for this is the fact that
stations are usually built to transform three-phase cur-
rent to two-phase current. Therefore the three-phase
equipment takes precedence over the two-phase equip-
ment.

Arc distribution switchboards should be listed under
the direct-current switchboards. The three-phase con-

Reference

Location

From

To

0> QJ

mber
bles

Length per
Cable

Total
Cable

3 so

1 o

In

Duct

Out of
Duct

Length

Remarks

POWER PLANT INVENTORY — HEAD OF BLANK FOR LISTING

CABLES

found in the code sheets for the different sizes of
machines. The cables outside of the conduit are meas-
ured in the field.

Cables should be taken up to the busbars on bus
cables but should not include them. The appraiser
should obtain from the company a list of cables used for
various purposes and use a code letter or number for
each. This will facilitate the making up of a compact
form for listing. The cables in the miscellaneous con-
duit should be listed with the conduit, a form being
designed to include the cable code (letter or number)
and length. The miscellaneous conduit is considered as
all remote control conduits, meter conduits, fuse con-
trol, panel, etc.

The high-tension compartment should be divided into
a general section and an individual section. The gen-
eral section includes all general equipment that could
not be assigned to an individual compartment, such as
compartment material (brick or concrete), iron (frame
work and wire screens, etc.), ground and bonding wire,
insulators, barriers and covers (material and size), bus
section transformers, copper buses, etc. The indi-
vidual section includes compensators, transformers
(current and potential), oil and knife switches, cables

trol switchboard for arc machines should be listed
under high-tension switchboards. The direct-current
switchboards are handled in the same manner as the
high-tension switchboards, the general section being
identical, while the individual section includes copper
connections between knife switches, circuit breakers,
and copper busbars, switchboard wiring, meters,
panels, relays, etc. Miscellaneous switchboards such as
charging panels, remote-control panels, meter panels,
fuse panels, neutral switch panels, synchronizing panels,
etc., should be noted, also the size and kind of material
and meters mounted on them.

The foundations should be considered next, and the
size, construction material (brick or concrete) footings,
if any, should be noted. When machine foundations are
common with the building foundations, they should be
considered as part of the building and listed with it.
This will prevent the duplicate listing of foundations.

Rotaries, including transformers and voltage regu-
lators, should be designated by the manufacturer's
name and serial number, the company's number, the
voltage, the capacity in kilowatts, type, number of
phases, speed and frequency. End play and speed limit
devices, field rheostats and circuit breakers, except

Conduit

Reference

Length, Size and Kind

Iron Pipe

1" li" 2'

3i" 4*

Tile

Fiber

2* 3* 4" 1 Ch. 2Ch . 4Ch

c

a

a

1

Wall

Suspensic

Ceiling
Suspensic

Building
Wall

Trench
Length

Trench
Excavatic

Number <
Ducts

Duct
AssembI;

Location of Con-
duit

From

To

POWER PLANT INVENTORY — HEAD OF BLANK FOR LISTING GENERAL CONDUIT

618

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 13

where circuit breakers are mounted on the switch-
boards, should be noted also.

For generators and motor-generator sets, the same
information is required as specified for rotaries, as well
as the method of connection to prime mover (direct
belted or countershaft). When generators are driven
by steam turbines and the cost includes both units
(i.e. generator and turbine) it is suggested that one-
third of the cost be credited to the electrical equipment
and two-thirds to the mechanical equipment. The man-
ufacturing companies, usually divide the cost of
machine in the above-mentioned way. The foundation
for these machines should also be considered in the
same manner when it is common to both units.

When mercury arc rectifiers are listed, the starting
panel should be included as it is usually included in the
cost. The manufacturer's name and serial number, the
company's number, the voltage, amperage, capacity in
number and kinds of lamps, number of phases, type of
panel, also the oil switches and meters mounted on it,
should be noted.

Storage batteries should include the connecting cop-
pers and the iron frame work supporting them from the
end cell switches to the cell, also between cells. Specify
the number and type of insulators, number of cells,
size of cells, material cells are made of, how cells are
supported, number and size of plates in each cell (posi-
tive and negative), type of plate and manufacturer's
name. End cell switches should be designated by the
manufacturer's name, the number of cells controlled,
number of points and whether it is controlled electric-
ally or by hand.

All transformers (current and potential) and voltage
regulators, should be designated by the manufacturer's
name and serial number and company's number.

The dates when equipment is bought and installed
should be obtained from the records of the company.
If the company has no records, it is often possible to
get the date of purchase from the manufacturer.

All apparatus such as pumps, blowers, compressors,
cranes, etc., how connected (direct or belted), capacity
and manufacturer's name should be noted, as well as
starting rheostats, switches and switch boxes that go
to make up this type of equipment. These should be
listed under the heading of Auxiliary Apparatus. All
water, air and oil piping, fire apparatus, emergency kits,
rubber mats, etc., should be charged to miscellaneous
equipment. When the auxiliary and miscellaneous
equipments are listed in power houses they should be
credited to the power account to conform with a uni-
form system, if one is demanded by a public service
commission.

Progress on Australian Electrification

The tunnel from Long Nose Point to Balls Head, in
the electrification of the Sydney-North Shore line, Syd-
ney, Australia, under construction, is nearly completed,
the recent flooding having been successfully overcome,
and it will be possible to lay the cables in a few weeks.
At the White Bay power house, machinery capable of
developing 30,000 hp. has been installed, and there is
room for 60,000 hp. or 90,000 hp. in all, which is suffi-
cient for the electrification of the whole of the suburban
line. It is estimated that the North Shore system can
be electrified for $1,461,000; it is also considered that
the White Bay power house should be utilized at the
earliest possible moment for this railway, and that the
building of the new electric railway rolling stock should
be commenced at once, in order to be ready for the elec-
trification of the suburban line as soon as the power is
available.

Vibration Theory of Rail Corrugation

In view of the attention that has been directed toward
the subject of rail corrugation in this country, a
pamphlet recently written in German by A. Meyer,
member Royal Board of Public Works and manager
Grosse Berliner Strassenbahn, is of timely interest, and
a brief abstract of a translation is presented herewith.
The pamphlet is of 87 pages and is published by H. S.
Hermann, Berlin, 1915, price 2.5 marks.

The author begins by citing no less than eleven possi-
ble theories of corrugation which have been advanced
from time to time, but states that none of them (with
one partial exception, namely, the character of rail
metal ) has ever been demonstrated to be more than
a contributory factor. He puts forward, therefore, the
influence of perpendicular movements in the rails as a
primary cause. As early as 1906, he says, comment was
made on the fact that corrugations appeared in rails
loose enough to allow vertical movement (in the form
of high frequency vibrations) during the passage of
cars. Whenever the acceleration of this movement was
downward the wheel pressure was less, thus forming a
crest; whenever this acceleration was upward the wheel
pressure was more, thus forming a valley, and therefore
the length between crests would correspond to the dis-
tance covered by the car during a single vibration of
the rail.

Opportunity for such vibrations might be set up in
rigid track by the introduction of one or more free
lengths of rail, say 1 ft. long, that are not in actual
contact with the concrete, because of careless construc-
tion, poor design or the like. In flexible track each
length of rail between ties acts, of course, like a beam
that is practically free to swing up and down whenever
a rolling load strikes it a blow.

The vibration period of transversely vibrating beams
is independent of their width, but is directly propor-
tional to the square of the free length and to the square
root of the density. It is also inversely proportional to
the beam height, or thickness, and to the square root
of the tensile strength or modulus of elasticity. Also,
when beams are rubbed rapidly they vibrate longitud-
inally, maintaining their ordinary density at points of
maximum movement, whereas the density at the no-
movement points alternately increases or decreases. In
this case the vibration period is independent of the
force applied and the thickness of the beam, but is
directly proportional to the length and to the square root
of the specific weight and is inversely proportional to
the square root of the elasticity.

On this basis the author undertakes to show by means
of some elaborate calculations that the tendency to cor-
rugate increases as both bending of the rail and its
period of vibration decrease. Consequently, the strong-
est tendency toward corrugation is presented by rigid
tangent track, and a much weaker tendency by elastic
tangent track. On all curved track the tendency is even
less than it is on elastic tangent track.

In actual service the theory is that a rolling, or slid-
ing, load on a rail sets up high-frequency waves, or vi-
brations, of which those in a vertical direction are chiefly
responsible for corrugation. As the rolling load is
suddenly imposed on a section of free rail, the resulting
vibration causes the rail head to move first away from
the wheel and then back toward it, giving alternately
minimum and maximum pressures between the wheel
and the rail. When there is created a progression of
waves due to establishing harmonics of the original
simple vibration in the rail, the crests come into strong
impact with the wheel while the valleys are practically
relieved of load. The wheel thus passes with a shock

March 25, 1916]

ELECTRIC RAILWAY JOURNAL

619

from one wave crest to the next, causing excessive wear
of the rail and a crowding forward, or displacement, of
the rail metal at the points of impact. This condition
grows worse if the rail is made softer and the wheel
harder.

Theoretically, when the length of free rail increases
100 per cent the wave length increases 140 per cent, and
the number of vibrations decreases correspondingly.
Hence, the waves grow smaller as they approach the
points of support, becoming infinitely small in theory.
This cannot actually occur, however, because the sup-
port, or nodal point, is never absolutely rigid in practice,
and, therefore, the corrugations must extend beyond it.
However, the waves will be shorter at the support than
at the point of greatest freedom of movement. As the
speed of the rolling load increases the corrugation
lengths increase, while the period of vibration and the
number of vibrations do not change. Also, as the speed
increases the coefficient of displacement of the metal
varies as the square. For instance, if the speed in-
creases from 10 m.p.h. to 20 m.p.h., the displacement
of metal at the points of impact will be four times as
great, but this displacement of metal is divided between
the wheel and the rail in inverse relation to the hard-
ness of each. Thus it should be possible to select the
kind of rail and wheel compositions best suited for the
track structure. As the destruction of track is so costly,
the rail should be much harder than the wheel tires,
although, of course, this will increase the displacement
of the wheel metal because of the greater vibration
energy of the rail when it is made of hard material.

No rigid construction will permit an economical rela-
tion between rail wear and wheel wear. In elastic con-
struction the waves have a period of vibration that is
considerably longer than in rigid track, and no demon-
stration is required to prove that the longer waves
produce less noise and less wear for rails and wheels.
Longer wave lengths may be obtained by increasing the
"give" at the point of support, the change being roughly
in proportion to the amount of the increase in "give."

The author calls attention to the desirability of having
rolling mills produce a rail of variable composition
throughout its cross-section, the head being hard and
the supporting structure flexible to reduce the energy
of vibration. Such rails, he says, will shortly be rolled
according to the Melaun patent, the practicability of the
step having been indicated by mechanical, physical and
chemical tests which were made by the Royal Prussian
Railways.

In conclusion the author discusses the various theories
that have been advanced as to the cause of rail corruga-
tion, stating that the character of rail composition could
not be held responsible for the great variation existing
in the lengths of corrugations. With regard to the
influence of high speed he states that crests are thus
made higher and rate of wear is greater, but that the
resulting corrugations are less troublesome. With re-
gard to the influence of excessive rates of acceleration
and braking, the author suggests that the front truck
of the car should have a much smaller load on the front
axles than on the rear axles, the use of such maximum
traction trucks tending to keep down corrugation in
general. He contends that the motor drive is of little
or no importance in causing corrugation, for the waves
are plentiful enough on sections where motors are not
in use at all, and he decries the possibility that corru-
gation can be caused by hard tires, these being of im-
portance only in regard to rate of wear. Nosing may
be associated with corrugation on curves, but it cannot
be applied to the case of tangents.

In short, the author believes that, since vibration in
the rail is the primary cause of corrugation, it is of

most importance to do everything that is possible to
minimize such vibrations, and he suggests the following
remedies :

1. Use rails having the least possible height.

2. Use tough but not excessively hard metal for the
rail, except in the head. The shape of the rail head
also should conform to that of the wheel to reduce unit
pressures and minimize displacement of metal.

3. The present single-web form of rail lowers the
period of vibration, but a double-web rail such as has
been suggested would increase the period of vibration,
thus decreasing the tendency toward corrugation.

4. Avoid rigid tracks.

5. Avoid short distances between rail supports, espe-
cially on sections of track where acceleration and brak-
ing takes place.

6. Avoid rigid fastenings. Metal plates and metal
ties are harmful. Where these cannot be avoided, they
should be used in connection with wooden blocks or felt
liners under compression. The rails should be installed
on the ties as flexibly as possible to minimize the effect
of establishing nodal points for any vibrations that may
be set up. .

7. In concrete construction, which is so costly to
disturb, the rail should be harder than the wheel, but
elsewhere it is possible to choose the most economical
compositions for the particular conditions involved.

Diesel Engines in Texas

In a recent issue of the Electrical World, R. H. Bur-
dick presented operating data for a number of small
Diesel engine plants in the State of Texas where fuel oil
containing 19,500 B.t.u. per pound was obtainable at a
price of 3 cents per gallon. The actual unit production
costs obtained in two of these stations between Sept. 1
and Dec. 31, 1915, are shown in the accompanying table.
In the station at Paris as cited in the table there were
three engines of 500 hp. each, while in the station at
Tyler there were four engines of 225 hp. each. The
difference between the figures for labor cost which ap-
pear in the table is due apparently to the difference in
the load factors existing at the two plants, as the Paris
station employed six men, whereas the Tyler station
employed but four. The wide diversity in the figures
for maintenance cost is accounted for by the fact that
the Paris engines are of more modern design than those
at Tyler, the former having been operated about eight
months and the latter having done severe intermittent
shop duty over a period of six or seven years prior to
their installation at Tyler. The author estimated the
cost of a 1050-kw. Diesel station at $145 per kilowatt
and the cost of a 1100-kw. steam station at $100 per
kilowatt. Assuming fixed charges of 15 per cent for
the Diesel engine station (of which 8 per cent was for
depreciation) and 12 per cent for a steam station he
calculated that, at 50 per cent load factor, the total
station output costs would be respectively 9.5 mills per
kilowatt-hour and 11.4 mills per kilowatt-hour.

Data :

Paris

Station output (m. kw.-hr. ) 1,565

Rating of plant (kw. ) l]o50

Station factor, per cent 51

Total fuel oil (gal.) 149,072

Pounds oil per kw.-hr. output 0.672

B.t.u. per kw.-hr. output 13,100

Production costs (mills per kw.-hr.) :

All labor 144

Fuel oil , . 3^07

Water , q'q9

Lubricants and waste 0 04

Miscellaneous supplies and expense...]. oilO

Maintenance of engines n 04

Maintenance of buildings . o.05

All other maintenance ' 0.15

Total production cost, mills 4,9$;

Tyler
499
600

28%
,455

1.100
.400

2.24
5.18
0.19
0.56
0.29
4.48
0.05
0.61

13.60

620

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 13

NEWS OF ELECTRIC RAILWAYS

INCREASE SOUGHT IN CLEVELAND ALLOWANCES
Cleveland Railway Asks That the Maintenance, Depreciation
and Renewal Allowance Be Increased

At the meeting of the City Council of Cleveland, Ohio, on
the evening of March 20, the Cleveland Railway asked that
the maintenance, depreciation and renewal allowance be in-
creased to 8 cents per car mile flat. At the present time
the allowance is 4 cents for January, February, March,
April, May and December, 5 cents for June and 6 cents for
the other months. The company also asked that Council
direct Fielder Sanders, Street Railway Commissioner, to
permit the company to reduce its deficits and suspended
accounts by such amounts per month as he deems proper.

There is a debit balance of $956,572 in the road and equip-
ment suspended account and $73,440 balance in the deprecia-
tion and renewal suspended account, allowed by arbitration
for over-expenditures previous to March, 1913. The deficit
in the maintenance, depreciation and renewal reserve as of
March 1, 1916, was $564,000. The company recalled the fact
that the board of arbitration recommended the transfer
from the interest fund to the maintenance, depreciation and
renewal fund of amounts equal to these over-expenditures
or as an alternative that the maintenance allowance be in-
creased.

It seems likely that Mr. Sanders will oppose the increase
of the allowance to 8 cents per car-mile. He said the sus-
pense accounts and deficits were inherited from a former
administration and were left for the present administration
to consider. He expressed the opinion that such an increase
would endanger 3-cent fares and that such a large allowance
was unnecessary. Mayor Harry L. Davis said that the
matter had to be opened some time -and it had as well be
now as any other time. If the demand is not allowed the
company may ask for arbitration of the question.

Officials of the company feel that on account of the in-
creasing business and the higher rate of fare, the suspended
accounts and deficits should be reduced more rapidly than
they have been in the past. The reduction should at least
keep pace with the growth of the business. Considerable
money is to be expended this year in track renewal and
other improvements. J. J. Stanley, president of the com-
pany, said that he does not care to create any new deficits
and for this reason asked that the allowance be increased to
a point to cover the expenditures as they are made.

MEASURES AFFECTING ELECTRIC RAILWAYS
PASSED IN KENTUCKY

Various measures of direct interest to the electric rail-
ways of the State were enacted at the last session of the
Kentucky Legislature, which has just adjourned at the
end of its regular biennial session. Probably of first
importance to the street railways is the workmen's com-
pensation law. This is virtually a compulsory measure,
since it would deprive employers of five or more persons
of the common-law defenses of assumption of risk, respon-
sibility of a fellow servant, contributory negligence, etc.
It does not provide for a State administered fund, but
prescribes that insurance may be carried in commercial
companies or in mutual organizations.

Another measure passed provides that parts of the rights-
of-way of railroads may not be condemned for the use of
poles carrying telegraph wires. This measure relates prin-
cipally to the controversy between the Louisville & Nash-
ville Railroad and the Western Union Telegraph Company,
but would apply, it is stated, to electric railway lines in the
State as well.

Electric railways and other corporations, if they have
been paying off by the month, hereafter will pay at least
twice monthly under the provisions of another act so pro-
viding. This has been signed by the Governor. Proponents

of the measure urged that long waits for his money imposed
a hardship on the laboring man and contributed to the ill-
gotten prosperity of the loan shark.

An anti-pass act prohibits certain public officials from
accepting transportation favors.

A measure designed to increase the powers of the State
Railroad Commission so as to give it authority over joint
rates failed of passage.

PENSIONS ARRANGED FOR NEW YORK EMPLOYEES
Outline of Pension System Regulations of the Interborough
Rapid Transit Company

A pension system has been established by the board of
directors of the Interborough Rapid Transit Company, New
York, N. Y., for the benefit of employees of the company,
taking effect on Jan. 2, 1916. The benefits of this pension
system will apply to employees who have attained the age
of seventy years and have been in the service of the com-
pany or its predecessors not less than twenty-five years,
and to employees who have been twenty-five or more years
in such service and who, in the opinion of the board of
pensions, have become physically and permanently disabled.

The pension department is to be administered by a board
of officers, to be known as the board of pensions, to be
appointed by the president, subject to the approval of the
board of directors.

Subject to the approval of the president, the board of
pensions is to have power to make and enforce rules and
regulations for the care and operation of the department;
to determine the eligibility of employees to receive pen-
sion allowances; to fix the amount of such allowances; to
prescribe the conditions under which such allowances may
inure.

Physical examination by two physicians appointed by the
board of pensions is to be made of employees recommended
for retirement who are under seventy years of age, and a
report thereof, with the recommendation of the examining
physicians, is to be transmitted by the secretary to the
board of pensions for consideration in determining such
cases.

Service is to be computed from the date since which the
person has been continuously in the service, as shown by
the pay-rolls, to the date when retired, eliminating in the
final result any fractional part of a month. Leave of ab-
sence, suspension or dismissal followed by reinstatement
within one year, or temporary lay-off on account of reduc-
tion of force is not to be considered as a break in the con-
tinuity of the service. Persons who leave the service re-
linquish all claims to the benefits of pension allowance.

The pension allowances authorized by the board of direct-
ors to be paid monthly are upon the following basis:

For each year of service one per centum of the average
monthly pay for the ten years next preceding retirement,
provided, however, that in no case shall the pension allow-
ance for employees retired, in accordance with the pro-
visions of the regulations, be made less than $20 a month.

The company in each year is to make an appropriation
of an amount not to exceed $50,000 in payment of pension
allowances for the year. If the pension allowances create
demands in excess of the appropriation, a new basis ratably
reducing the pension allowance is to be established to bring
the expenditures within the limit of the fund. Notice of
such new basis is to be given before the beginning of the
year in which it may be decided to put the same into effect.

In the event that any person is receiving accident or sick
benefits from the relief department at the time the pension
is granted, the pension allowance paid is to be for the dif-
ference between the amounts received from such sources and
the amount which otherwise would be the pension allowance.

The acceptance of a pension allowance is not to debar
any employee from engaging in other business.

March 25, 1916]

ELECTRIC RAILWAY JOURNAL

621

OPPOSITION TO PROPOSED PHILADELPHIA

CHANGES

Madification of the So-Called Taylor Rapid Transit Plan
Provokes Opposition

The announcement of the proposed modification of the
plans for the new rapid transit system in Philadelphia,
referred to in the Electric Railway Journal of March 11,
page 512, has stirred up considerable opposition from several
factions. Mayor Smith has finally accepted responsibility
for the change in the routing of the subway under the City
Hall so that the delivery stations would be outside of the
foundations of the big building topped by Father Penn's
statue. He has declared, however, that beyond this he had
not considered Director of City Transit Twining's plans in
any formal manner, and that if the people of Philadelphia
wanted the Taylor plans carried out, they will get what they
wanted.

Senator Penrose and the Mayor would seem to be aligned
against each other. The Senator is reported to have said:

"I feel that I owe it to my friends in the various sections
of the city who are menaced by the proposed emasculation
of the city's admirable plans for transit developments to
stand by them to the end. South Philadelphia needs a
subway which will carry passengers around the loop through
the business district, as well as through North Philadelphia
directly. North Philadelphia must have elevated branches
and express tracks in addition to local tracks to Arch Street.
The district consisting of the Parkway, the northwest sec-
tion and the Roxborough district must be provided with
proper delivery and through system for passengers. The
Woodland Avenue line is a vital necessity. There will be
absolutely no division of opinion among ward organizations
and civil bodies and among the people generally regarding
the vital necessity that the Taylor plans be constructed to
carry people between all parts of the city for one fare.

To this the Mayor rejoined as follows:

"Former Director Taylor, who occupies rooms adjoining
the suite of Senator Penrose, appears to be following a
dispassionate attitude like myself in refusing to make any
criticism of Mr. Twining's plans until we are informed by
Mr. Twining what his plans actually contemplate. The
people of Philadelphia need not get excited like the Senator'
— their interests will be satisfactorily cared for and they
will get just what they want, and that without assistance or
interference from Mr. Penrose."

SUMMARY OF DALLAS APPRAISAL FIGURES
The Figures of Dr. Bemis for the Dallas Railway Properties
Presented in Tabular Form

The "model" traction and lighting franchise of the city
of Dallas, Tex., in process of printing, will be voted upon
the people at the general election on April 4. It was
lit first understood that the people would vote only as to
whether the city charter should be amended to permit the
city to adopt the ordinance, but a statement issued by the
Mayor explains that the full ordinance will also be voted
upon. If both the proposed amendments and franchises
are defeated there will be no change in the traction and
light situation. Neither will there be any change if the
charter amendment is defeated, but the proposed ordinances
carry. If, however, only the amendment to the charter is
carried and the franchises are beaten, it will be a year
before another franchise can be submitted, as the franchise
ordinances will provide that they cannot be adopted with-
out a vote of the people at the next regular city election.

The terms of the ordinance were reviewed in the Elec-
tric Railway Journal for Feb. 26, page 417. One of the
provisions is that the electric light property shall be sep-
arated from the railways. The Dallas Consolidated Electric
Street Railway is to purchase and consolidate in one com-
pany the Metropolitan Street Railway, the Rapid Transit
Railway and the Northern Texas Traction Company. The
final summary of values of property owned by Stone &
Webster as submitted to the city by Edward W. Bemis
shows $3,765,111 as the cost to reproduce new the property
of the Dallas Electric Light & Power Company and $2,985,-
964 as the cost of reproduction less accrued depraciation.
Ther:e figures are as of Sept. 30, 1915. The figures of the

railway companies as
"A" snowing the cost
column "B" showing
accrued depreciation:

of Sept. 30 follow, inose in column
of reproduction new and those in
the cost of reproduction new less

Engineering and super-
intendence

Right-of-way

Other land

Grading

Ballast

Ties 1 .

Rails, rail fastenings
and joints

Special work

Track and roadway labor
Paving

Roadway machinery and
tools

Bridges, trestles and cul-
verts

Crossings, fences and
signs

Signal and interlocks. . .

Telephone and telegraph

Poles and fixtures

Distribution system ....

Shops and carhouses...

Miscellaneous structures

Supplies

1 'assenger cars ....
Service equipment .
Electric equipment of

cars

Shop equipment . . .

Furniture

Miscellaneous equipment

Northern Texas

Traction Company

"A"

"B"

$103,865

$80,887

336,608

336,608

30,073

30,073

134,717

126,736

73,579

60,376

53 087

37 699

GO CI O

y 4, d i o

66 327

19,272

13',806

50,164

40,939

A A 1 flfi

24 645

100

75

72,273

50,400

4,789

4,544

4,401

1,490

709

609

15,576

12,449

50,547

43,301

21,179

18,098

2,019

1,361

300

300

$1,109,985

$950,724

$226,064

$180,798

875

628

83,572

67,501

1,956

1,174

1,114

703

Dallas Consolidated
Electric Street
Railway Rapid
Transit Company

and Metropoli-
tan Street Railway

"A"

$328,460
4,978
109,438
176,761
256,591
94,465

447,682
217,069
185,100
675,486

14,714

20,259

3,962

' '33,207
172,288
182,013

' 62,967

$554,565
10,443

252,007
20,766
13,306
3,253

$248,332
4,978
109,437
126,000
212,214
76,951

313,870
168,527
132,018

553,392

11,743
18,311

3,551

' 2*2,479
148,530
167,249

' '62',968

557,251
7,961

155,369
18,170
11,308
2,117

Total, Division 2 $313,491 $250,804 $854,341 $552,176

Substation building . .
Substation equipment.
Transmission system.

9,073
64,443
3,968

8,385
55,504
3,471

Total, Division 3 $77,4S4

16,692
62,546
5,015
18,338
206

$67,361

Law expense

Interest

Taxes

Promotion expense
Insurance

$55,000
203,022
16,912
60,000
632

Total, Division 4 $102,698 $88,799 $338,556 $279,139

Grand total $1,603,660 $1,355,690 $4,178,353 $3,212,467

Thirty-five cars owned
by Dallas Equipment
Co

Grand total, including
Dallas Equipment

Co

231,011 221,967

$4,409,366 $3,434,433

The following statement has been given out by Charles
F. Wallace reiterating the stand taken some time ago:

"It has come to my attention that, notwithstanding re-
peated assertions to the contrary, some people are still
saying, and others are still believing that the street railway
and lighting properties will accept the Lindsley franchise^
if the proposed charter amendments carry, and the fran-
chises are approved.

"It is so necessary for intelligent action that every voter
should understand fully the position which the interests I
represent have taken and will maintain with reference to
these franchises, that I wish to state that position again
clearly, officially and finally.

"In a statement made on Feb. 20 I said these companies
would be unable to go forward and develop under the terms
that have been offered them, and that, therefore, they
could not be accepted. Mr. Baker on behalf of the com-
panies has so stated. Mr. Coke on behalf of the largest
interest in the properties has so stated. Both Mr. Baker
and Mr. Coke acted with full authority and made their
statements before the Commissioners on March 1 at a meet-
ing open to the public.

"I wish to repeat now my former statement that neither
the owners of the street railway and lighting properties
in this city nor the companies can accept the Lindsley fran-
chises, and because they cannot, they will not accept them.
Any statements that may hereafter be made to the contrary
can only be made for the purpose of misleading the citi-
zens."

622

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 13

A detailed statement outlining the procedure by the city
in any contingency following the election on April 4 on the
franchises and charter amendments will be issued within
a short time by Mayor Henry D. Lindsley. This statement
will take into consideration the contingency of adoption of
thet charter amendments, approval by the voters of the
franchises themselves, and the refusal of Stone & Webster
to accept the grants. Mayor Lindsley stated on the day
following the issuance of the statement by Mr. Wallace
quoted above, that he believed that Stone & Webster will
not refuse the franchises, notwithstanding the statements
that have been made.

An offer to submit to the voters of Dallas at the election to
be held on April 4 a proposal of arbitration of the franchise
differences between the city and Stone & Webster has been
forwarded to Charles F. Wallace, local representative of the
corporation. This proposition will be submitted to the vot-
ers along with the city's proposed franchises. Its submission
will be conditioned upon agreement by Stone & Webster to
bind themselves to accept the franchises if they are ap-
proved by the voters in preference to the arbitration pro-
posal.

Thus, if a majority of the voters should decide that "the
valuation and rates of return fixed by Dr. Bemis and the
Board of Commissioners are fair and just," then under the
terms of the present proposition Stone & Webster would be
obligated to accept the franchises as drawn with the stipu-
lated valuations and rates of return. But if the people
should vote that "the valuations and rates of return in these
franchises be determined by arbitration," then Stone & Web-
ster would be obligated to accept the franchises as drawn ex-
cept as to valuations and rates of return, and in such mat-
ters would be bound by the result of arbitration.

BAY STATE STREET RAILWAY PLACES LARGEST
SURFACE CAR ORDER OF YEAR

C. F. Bancroft, superintendent of motive power and ma-
chinery of the Bay State Street Railway, Boston, Mass., has
awarded a contract for 200 trucks and 200 semi-convertible
cars of the type described in the Electric Railway Journal
of Oct. 23, 1915, page 854, to the Laconia Car Company,
Boston, Mass. The Laconia company was the lowest bidder
on the new rolling stock. Bids covering electrical equipment
were opened March 22, and it is expected that the latter con-
tract will be signed about April 1.

This order for 200 cars is the largest surface car order
placed this year, and naturally will be welcomed by the in-
dustry as another sign of the return of good business. Oth-
er large car orders placed to date during 1916 are the fol-
lowing: New York Municipal Railways, 200 subway cars;
Public Service Railway, Newark, N. J., 197 cars, 177 of
which are to be built in its own shops and twenty of which
have been ordered from an outside car builder; Cincinnati
(Ohio) Traction Company, 100 cars (reported); Kansas City
Railway, fifty cars.

OPEN DISCUSSION BEFORE NEW YORK COMMITTEE

There was an open discussion on March 17 before the
Thompson committee, which is inquiring into the work of
the New York Public Service Commissions, as to the advisa-
bility of transferring jurisdiction over subway construction
from the Public Service Commission to some municipal
body. There were many divergent expressions of opinion.
The Citizens' Union in a memorandum said that it believed
any legislation to accomplish the purpose of transferring
supervision over construction to the city would be exceed-
ingly unwise and adverse to the best interests of the city,
particularly at this time.

Theodore P. Shonts, president of the Interborough Rapid
Transit Company, has been the principal witness recently.
The committee reviewed a great deal of the ground leading
up to the present rapid transit construction contracts, going
again into the change in attitude on the part of the late
Mayor Gaynor toward the present so-called dual system.
Mayor Mitchel and Comptroller Prendergast also have ap-
peared as witnesses in connection with the unsigned memor-
andum of March 22, 1910, by Mr. Shonts to Chairman Wil-
cox of the commission which it has been explained was to
serve merely as a basis for negotiations.

PITTSBURGH SUBWAY FRANCHISE EXPLAINED

The subway franchise asked for by the Pittsburgh Subway
Company was before the committee on public service and
surveys of the City Council of Pittsburgh, Pa., on March 21.
A. O. Fording, general counsel for the company, explained
that the company would like to build a subway from Liberty
Avenue and Ferry Street along Libert Avenue, up Oliver
Avenue to Grant Street, thence to Webster Avenue and Ful-
lerton- Street, through Herron Hill to Center Avenue and
Grant Boulevard, where the track would rise to the surface.
Surface franchises would continue out to the East End.
Turning off from the main subway would be another line
running from Herron Hill and Grant Boulevard to the
Forbes Street entrance of Schenley Park. The company
does not contemplate a downtown loop at present, but would
have two downtown stations. Mr. Fording said that the sub-
way outlined would cost $15,000,000 to $20,000,000.

In Council Mr. Dailey presented a resolution that the
President of Council invite A. Merritt Taylor, Philadelphia,
Pa., to report on the question as to what rapid transit facili-
ties should be constructed.

STORY ON RED SPECIAL TRIP

An interesting story on the trip of the "Red Special"
train of the American Electric Railway Association to the
San Francisco convention appears in the March issue of the
Railroad Man's Magazine, published by the Frank A. Mun-
sey Company. It is from the pen of Thaddeus S. Day-
ton, who was a member of the party and was connected
with the secretary's office as publicity agent of the asso-
ciation during the trip. It is entitled 'The Flight of the
Genius Special," and the passengers on the train, according
to the caption under the heading, included "wizards of the
rail, givers of voice to the people, conquerors of the cata-
ract, founders of inland empires, openers of the wilderness."

The account of the trip is written in attractive style, and
several entertaining anecdotes are related of members of
the train crew and passenger list. The story concludes
with an account of how L. P. Crecilius started a stalled
motor bus in which some of the members of the party were
touring the Yosemite region. He discovered the trouble was
due to the loss of magnetism by the magneto, and he re-
magnetised it by transferring some magnetism from another
magneto by means of his jack knife.

Latin American Market Inquiry Proposed. — The Bureau
of Foreign and Domestic Commerce at Washington an-
nounced on March 21 that it would soon begin an exhaustive
investigation of South American markets. Special agents
of the bureau assigned to the task are expected to leave
about April 15. The textile, wearing apparel and electrical
goods markets will in particular be studied.

Increase in Wages in Reading. — The Reading Transit &
Light Company, Reading, Pa., voluntarily increased the pay
of its motormen and conductors from 23 cents to 24 cents
an hour. President E. L. West of the company said: "We
are trying in every way possible to improve our railway
service. Our motormen and conductors have done and are
still doing their share to help the cause along. The in-
crease is in appreciation of their efforts."

C. E. A. Accountants Issue Report. — The compiling com-
mittee of the Central Electric Railway Accountants' Asso-
ciation has just issued a new pamphlet report, dated Jan-
ary, 1916. This contains lists of officers and members, an in-
dex to accounting forms on file in the secretary's office, a
synopsis of decisions and recommendations by the associa-
tion in regard to handling interline accounts, a list of com-
mittee reports and papers published in previous pamphlets,
and the various addresses and papers presented at the In-
dianapolis meeting on June 11-12, 1915, and the Detroit
meeting on Dec. 7-8, 1915.

Scranton Men Seeking New Terms. — The present agree-
meent beetween the Scranton (Pa.) Railway and its em-
ployees expires on April 1. The men are seeking a new con-
tract to run until April 1, 1918. They have asked for a
20 per cent increase in the wages of all carhouse men, shop-
men and power-house employees and for a flat wage rate
of 30 cents an hour for all motormen and conductors. The
trainmen now receive 22 cents an hour the first year; 24

March 25, 1916]

ELECTRIC RAILWAY JOURNAL

623

cents an hour the second year, and 26% cents an hour the
third year and thereafter.

Strike of Shop Employees in St. Louis. — Two hundred
employees of United Railways, St. Louis. Mo., walked out
of car shops on March 17 because forty-five men had been
laid off as there was no work for them. To a committee
of their associates President Robert McCulloch said the
company had been unable to run a full shop on account
of the high prices of materials due to the European war
and that this necessitated suspending the men.

$60,000 Carhouse Fire in Massachusetts.— The Palmer,
Mass., carhouse of the Springfield & Eastern Street Rail-
way was about two-thirds destroyed by fire on the night of
March 17. Nineteen cars valued at $50,000 were gutted and
the damage to the building is estimated at $10,000. The
property lost was fully insured. The rolling stock put out
of commission consisted of four closed and twelve open pas-
senger cars, two snow ploughs and a dump car. Several
cars stored at the front of the house were saved. The loss
affects the Springfield Street Railway, which owned the cars
and operated the road. Most of the rolling stock destroyed
was operated between Springfield and Palmer.

Cincinnati Plans Maturing. — E. W. Edwards, chairman
of the Rapid Transit Commission of Cincinnati, Ohio, an-
nounced at a meeting of the Cincinnati Real Estate Exchange
on March 14 that no resolution has been adopted by the com-
mission to the effect that the street railway system in that
city would be condemned, and the property leased to a
company which would operate both the local lines and the
rapid transit loop, if satisfactory arrangements cannot be
made otherwise. On the other hand, it was expected that
the company would co-operate in securing the loop. A
retail market will be established in the main interurban
terminal station on the site of the old city hospital to
handle the products shipped on the interurban trains.

Ohio Commission Has Authority to Require Inventory. —
Attorney-General Turner has rendered an opinion to the
Ohio Public Utilities Commission to the effect that the
commission has authority to instruct a public utility com-
pany to file an inventory and valuation of its property,
when the question of rates for service is pending, and that
the law conferring that authority is valid and enforceable.
This opinion was rendered after the Toledo Railways &
Light Company, through its attorneys, had denied the
authority of the commission to compel it to file an inventory
and appraisal, as desired by Toledo city officials. The at-
torney-general, however, says that there must be a question
of rates pending; that the request must come from the
City Council and that the commission is under no obliga-
tions to consider unofficial requests.

What Mr. Witt Is Likely to Report. — Peter Witt, former
street railway commissioner of the city of Cleveland, Ohio,
who was retained by the Chamber of Commerce of Lynn,
Mass., to report in connection with the application of the
Bay State Street Railway to the Public Service Commis-
sion for permission to increase its fare unit from 5 cents
' to 6 cents, has returned to Cleveland, but it is expected
that he will resume his studies of the Bay State Company's
system soon and appear at the hearings before the com-
mission. It is said unofficially that Mr. Witt is inclined
to favor the consolidation of the Boston Elevated Railway
and the Bay State Street Railway, the operation of one-
man cars in outlying districts and the turning of cars from
north of Boston through the East Boston tunnel.

Reorganization of New York Commission Complete. —
The Senate of the State of New York, on March 16, confirmed
the nominations made by Governor Whitman of Travis H.
Whitney and Charles S. Hervey, both of Brooklyn, to be
members of the Public Service Commission for the First
District. Mr. Whitney succeeds Commissioner J. Sergeant
Cram, whose term expired on Jan. 31, 1916. His term of
office, therefore, will expire on Jan. 31, 1921. Mr. Hervey
succeeds Commissioner George V. S. Williams, who resigned
in January. Mr. Hervey's term will expire on Jan. 31',
1917. It is now an entirely new commission, the oldest
member, in point of service, being Col. William Hayward,
who took office on April 1, 1915. The new chairman, Oscar
S. Straus, was appointed in December, 1915, and Commis-
sioner Henry W. Hodge in January, 1916.

Financial and Corporate

ANNUAL REPORTS

Chicago Surface Lines

The gross earnings, expenses and distributed residue re-
ceipts of the Chicago (111.) Surface Lines for the twelve
months ended Jan. 31, 1915 and 1916, follow:

1916 1915

Passenger cars $31,061,878 $31,299,201

Chartered cars 4,175 5,206

Funeral cars 4,805 5,516

Mail cars 60,673 71,767

Mail carriers 24,837 24,837

Newspaper cars 8,291 8,040

Freight earnings 801 874

Garbage car service 27,499 22,492

Advertising 221,338 218,744

Rents of buildings, etc 80,754 91,712

Sale of power 82,292 86,642

Interest on deposits 105,175 120,129

Miscellaneous 8,243 10,888

Gross earnings $31,690,761 $31,966,048

Maintenance $2,650,658 $2,464,564

Renewals 2,535,261 2,557,284

Operation of power plants 2,779,718 2,781,907

Operation of cars 9,376,311 8,786,524

General expense, including traffic expenses
and those of Board of Supervising En-
gineers 1,966,780 1,945,924

Taxes 1,732,629 1,353,073

Total expenses $21,041,356 $19,889,275

Residue receipts $10,649,405 $12,076,773

Divided :

Chicago Railways, 59 per cent $6,283,149 $7,125,296

South Side Lines, 41 per cent 4,366,256 4,951,477

The showing made by the Chicago Surface Lines, com-
prising the Chicago Railways and the South Side Lines
(Chicago City Railway, Southern Street Railway and Calu-
met & South Chicago Railway), was not so favorable in
1915 as in 1914. For the year ended Jan. 31, 1916, the lines
showed a falling off in gross earnings of $275,287 or 0.86 per
cent as compared to the preceding year, while the total ex-
penses of operation increased $1,152,081 or 5.79 per cent.
As a result the divisible residue receipts suffered a loss of
$1,427,368 or 11.81 per cent.

The bulk of the decrease in gross earnings naturally came
in passenger car earnings, which fell off $237,323 or almost
0.76 per cent. Earnings from chartered cars, funeral cars,
mail cars, freight traffic, rent of buildings, sale of power, in-
terest on deposits and miscellaneous sources also showed
varying degrees of losses, while only the earnings from
newspaper cars, garbage cars and advertising had gains.
The gross earnings of the surface lines showed a heavy de-
cline during the first eight months of the fiscal year. The
loss up to Sept. 30, 1915, including the loss in receipts from
a two days* strike, totaled $695,753. With October, however,
the gross earnings began to show a slight increase. In the
remaining months of the fiscal year the gain was about 5
per cent, so that the net decrease for the year was only the
before-mentioned $275,287.

The cause for the large increase in operating expenses
may be found in the higher payments for maintenance, car
operation and taxes. There was an increase of $20,856 in
traffic and general expenses, but this was more than coun-
terbalanced by the decrease of $22,023 in renewal expenses
and $2,189 in expenses of power plant operation.. The larg-
est increase in amount was in the case of car operation ex-
penses, which rose $589,787 or 6.37 per cent, due to the in-
creased wages effective on June 1, 1915, after the strike set-
tlement. Next in amount and much higher in percentage in-
crease were the tax payments, which jumped $379,556 or
28.04 per cent. The remainder of the increased operating
expenses came from the maintenance group, which showed a
rise of $186,093 or 7.55 per cent. This increase was for both
way and structures, and equipment, no division for these two
classes being made in the annual report of the Chicago City
Railway, from which the foregoing table is taken.

The gross earnings of the Chicago Surface Lines amount-
ed to $31,690,761, expenses $21,041,356 or 66.4 per cent of

624

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 13

the gross (62.22 per cent in 1915), leaving residue receipts
of $10,649,405. These were divisible 59 per cent or $6,283,-
149 to the Chicago Railways and 41 per cent or $4,366,256 to
the South Side Lines. The income statement of the Chicago
City Railway, the main one of the South Side Lines, follows:

41 per cent of the residue receipts of Chicago Surface

Lines $4,366,256

Joint account expenses, interest on capital investment
of the Chicago City Railway and Calumet & South
Chicago Railway, and net earnings of Southern

Street Railway 3,500,467

Net earnings of Chicago City Railway $865,789

City's proportion, 55 per cent, as per ordinance 476,184

Company's proportion, 45 per cent, as per ordinance. . . $389,605
Interest on capital investment 2,507,908

Income from operation $2,897,513

Other income, net 81,582

■Gross income $2,979,095

Interest on bonds outstanding 1,565,555

Net income $1,413,540

Surplus at Jan. 31, 1915 183,617

Surplus $1,597,157

Dividends, 8 per cent $1,440,000

Miscellaneous 21,035

Total $1,461,035

Surplus at Jan. 31, 1916 $136,122

Thus the Chicago City Railway produced a net income of
$1,413,540 after paying all operating expenses and bond in-
terest. This net income applicable to dividends equaled 7.85
per cent on the capital stock at par, as compared to 9.83 per
cent for the preceding fiscal year and 9.43 per cent for 1910,
the lowest percentage back that far. The company had to
resort to surplus for the declaration of its dividends, the div-
idend excess over the net income for the year being $47,495.
Moreover, the dividend payments in 1915 aggregated only 8
per cent as compared to 9 per cent in 1914 and 10.5 per cent
in 1913. The 1915 payment was the lowest since 6.75 per
cent in 1907, the high point being 1910 with 10 per cent and 6
per cent extra. During the last fiscal year the Chicago City
Railway built 4.64 miles of single track and reconstructed
14.93 miles of single track. Its total mileage is now 317.04
miles.

Twin City Rapid Transit Company

The comparative statement of income, profit and loss of
Twin City Rapid Transit Company, Minneapolis, Minn., for
the twelve months ended Dec. 31, 1914 and 1915, follows:

1915 1914

Revenue from transportation $9,401,233 $9,227,602

Revenue from other railway operation 52,731 56,618

Total railway operating revenue $9,453,964 $9,284,220

Way and structures $995,556 $964,240

Equipment 728,085 685,526

Power 839,673 847,275

Conducting transportation 2,582,226 2,506,351

""'affic 49,297 46,579

neral and miscellaneous 909,295 831,350

transportation for investment — credit 39,504 49,138

Total railway operating expenses $6,064,628 $5,832,183

Net operating revenue $3,389,336 $3,452,037

Taxes assignable to railway operation... 687,454 593,078

Operating income $2,701,882 $2,858,959

Non-operating income 23,927 15,425

Gross income $2,725,809 $2,874,384

Rent for leased roads $3,000 $3,000

Interest on funded debt 989,843 983,743

Net loss miscellaneous physical property. . . 12,442

Miscellaneous debits 8,248

Total deductions from gross income $1,013,534 $986,743

Net income transferred to profit and loss.. $1,712,275 $1,887,641

The foregoing statement, which is prepared on the basis
of the official I. C. C. classification, is different from that
of preceding years, but the 1914 figures have been adjusted
in order to make them comparable. The increase of
$169,744 or 1.8 per cent in railway operating revenues,
which was brought about by an increase of $173,630 or 1.9
per cent in transportation revenue and a decrease of $3,887
or 6.8 per cent in other railway operating revenue, was
more than offset by the increase of $232,445 or 3.9 per cent

in operating expenses. This increase in operating costs
arose mostly from increases of $31,316 or 3.2 per cent for
maintenance of way and structures, $42,559 or 6.2 per cent
for maintenance of equipment, $75,875 or 3.0 per cent for
conducting transportation and $77,945 or 9.3 per cent for
general and miscellaneous.

Moreover, the taxes assignable to railway operation also
showed a large increase of $94,376 or 15.9 per cent, so that
the operating income decreased $157,077 or 5.5 per cent.
The non-operating income increased $8,502 or 55 per cent,
while the deductions from gross income increased $26,791
or 2.7 per cent, with the result that the net income decreased
$175,366 or almost 9.3 per cent. The report of the com-
pany attributes the decrease in net income largely to the
operation of 24.34 miles of new lines and extensions put into
operation in November, 1914, and to the increase of $94,376
in taxes, this last being due to an increase of nearly 13 per
cent in the rate of taxation in both Minneapolis and St.
Paul.

During 1915 the company charged to depreciation
$1,015,900 as compared to $994,072 in 1914. The total ex-
penditures for additions and replacements were $2,190,793.
The average total single-track mileage operated during 1915
was 438.68 miles, and the gross passenger revenue per mile
of single track operated was $21,308. During 1915 the
company carried 185,654,985 revenue passengers, an in-
crease of 1,298,022, while the transfers redeemed totaled
69,259,767, an increase of 2,517,767. The ratio of operating
expenses and taxes to revenue rose from 69.09 per cent in
1914 to 71.24 per cent in 1915. In 1915 the company paid
7 per cent on its preferred stock and 6 per cent on its com-
mon stock. The rate earned on the common stock was 6.83
per cent, this being a drop from 8.05 per cent in 1914 and
from 7.22 per cent in 1910, the lowest back to that time.

Northern Ohio Traction & Light Company

The comparative statement of income, profit and loss of
the Northern Ohio Traction & Light Company, Akron, Ohio,
for the years ended Dec. 31, 1914 and 1915, follows:

1915 1914

Gross earnings $3,890,750 $3,636,084

Operating and taxes 2,373,010 2,237,428

Net earnings $1,517,740 $1,398,656

Interest on funded debt and notes payable 628,309 606,898

Available for dividends $889,431 $791,758

Dividends on preferred stock 199,281 182,364

Dividends on common stock 450,000 450,000

Surplus $240,150 $159,394

The gross earnings of the company for 1915 gained
$254,666, or 7.0 per cent, while the operating expenses and
taxes increased $135,582, or 6.6 per cent, so that the net
earnings showed a gain of $119,084, or 8.5 per cent. In
spite of an increase of $21,411, or 3.5 per cent, in interest
on funded debt and notes payable, and of $16,817, or 9.2 per
cent, in dividend payments on preferred stock, the surplus
for 1915 amounted to $240,151 as compared to $159,394 fo-i
the preceding year.

The increase in gross earnings was mostly brought about
by a gain of $109,035, or 3.0 per cent, in passenger earnings;
$119,738, or 18.5 per cent, in light and power earnings;
$20,668, or 23.4 per cent, in freight earnings, and $8,262, or
16.5 per cent, in park earnings. The increase in operating
expenses arose from the following factors: Maintenance of
equipment, an increase of $49,403, or 16.5 per cent; conduct-
ing transportation, an increase of $29,705, or 4.5 per cent;
general expenses, an increase of $112,414, or 21.2 per cent;
maintenance of way and structures, a decrease of $51,235,
or 14.2 per cent, and operation of power plants, a decrease
of $4,704, or 1.1 per cent.

The depressed industrial conditions that marked the end
of 1914 continued into 1915, and in February the gross earn-
ings of the company reached the low point of $260,451.
With spring, however, there came a general quickening of
business in all lines, which would have shown more favor-
ably in railway earnings had not jitney buses made their
appearance in Akron. Competition from this source con-
tinued throughout the summer and the autumn, but in De-
cember the combined influence of a regulatory ordinance and
the wearing off of the novelty brought a large decline in

March 25, 1916]

ELECTRIC RAILWAY JOURNAL

625

the number of jitneys. In spite of the foregoing factors and
the rainy and cool weather during the summer, the earnings
in July amounted to $371,736. After dropping back to
$339,599 in October, they arose with accelerated industrial
activity to $379,817 in December, the last-named month
showing the highest net earnings for the year.

The gross earnings per mile in 1915 were $12,973 as com-
pared to $12,637 in 1914, while the net earnings per mile in
the two years were $4,574 and $4,444 respectively. The
operating ratio for the last fiscal year was 60.99 per cent,
as compared to 61.53 per cent in 1914. The trackage of
the system was increased 4.27 miles during the year, mak-
ing a present mileage of 241.04. The total expenditures for
additions and improvements during the year were $651,741.
The output of the power stations was 88,355,252 kw.-hr. in
1915, an increase of 18.2 per cent. The operation of inter-
urban limited cars is said to be a growing branch of the
company's service, and the gross earnings from this source
in 1915 were $373,705, or 52.68 cents per car-mile. The
company during the year made a monthly charge of $5,000
to operating expenses to cover depreciation of cars and
equipment.

MEXICAN OUTLOOK STILL UNCERTAIN
Deposit of Securities Requested to Facilitate Negotiations
for Restoring Lines to Owners

Brief mention was made in the Electric Railway
Journal of March 11, page 517, of the formation of a pro-
tective committee for the bonds of the Mexico Tramways
and its affiliated corporations, the Mexican Light & Power
Company, the Mexican Electric Light Company and the Pa-
chucta Light and Power Company. In order that the com-
mittee may be fully representative and speak with authority
in dealing with the government, bondholders are urgently
invited to deposit their bonds, on behalf of the committee,
at the head offices of the London County & Westminster
Bank or the Union of London & Smith's Bank, or at the
London or Edinburgh offices of the Bank of Scotland. It
is reported from London that there is at present no idea
of any reorganization of the companies, and that the com-
mittee is merely endeavoring to avoid a break with the
government so that operations may be resumed on a more
profitable basis when the political situation has cleared.

It will be recalled that in May, 1915, a circular was issued
by the directors of the Mexico Tramways explaining the
difficulties caused by the conditions of unrest in Mexico.
As announced in the Electric Railway Journal for June
5, 1915, page 1086, the directors of the company stated at
that time that the working of the tramways had been ar-
bitrarily taken over by the military authorities, with con-
sequent complete cessation of revenue to the company and
deterioration of installation and rolling stock; that the re-
ceipts of the light and power companies had seriously
diminished, owing largely to non-payment by the authorities
of bills for street lighting and power; that the business of
the company operating in the Pachuca district had greatly
decreased on the shutting down of many of the mines, and
that so large an amount of paper money had been issued
by each authority that the value of the Mexican dollar had
fallen from 25d to 5d, making remittances almost impos-
sible. Conditions are said not to have changed materially
since then and the tramways are still operated by the
military authorities.

The London Economist says that receivers have been ap-
pointed by the Canadian and English courts for the Mexican
Light & Power Company, one of whom, at the request of
the committee and the trustees, visited Canada and the
United States, and discussed the situation with the trustees
and directors. With regard to the tramways, negotiations
have been carried on by the companies' representatives,
both in the United States and in Mexico, with the friendly
assistance of the British Foreign Office, and lately Senor
Carranza has signified his intention of restoring the man-
agement of the tramways to the company. It is to facilitate
these negotiations that the deposit of securities is now
asked.

A recent newspaper dispatch from Mexico City stated
ihat the property of the company was about to be returned
to its legal owners on Senor Carranza's instructions.

Bloomington & Normal Railway & Light Company, Bloom-
inglon, 111. — Bodeil & Company, Providence, R. I., and
Richter & Company, Hartford, Conn., are offering $432,500
of 6 per cent guaranteed cumulative preferred stock of the
Bloomington & Normal Railway & Light Company at par
and accumulated dividend. The stock is redeemable at the
option of the company at 105 and dividend. The dividend
is guaranteed by indorsement by the Illinois Traction Com-
pany, which also guarantees the par value in the event of
liquidation or dissolution. The Bloomington & Normal Rail-
way & Light Company has $1,200,000 of common stock
outstanding, $450,000 of 6 per cent cumulative preferred
stock and $1,680,000 of bonds, of which $137,000 are held in
the sinking fund.

Cities Service Company, New York, N. Y. — The directors
of the Cities Service Company on March 15 declared a divi-
dend of 3 per cent on the $17,481,422 of common stock, pay-
able in convertible debentures on July 1 to holders of record
of June 15. A cash dividend of one-half of 1 per cent was
also declared, payable on Aug. 1 to holders of record of
July 15. This restores both classes of stocks to the original
6 per cent cash dividend basis. Common stock warrants
already outstanding were made exchangeable for bonds or
stocks on May 1. The preferred stock warrants must be
exchanged prior to May 1 or they will be called.

Crooked Creek Railroad & Coal Company, Webster City.
Iowa. — Walter R. Dyer, Boone, Iowa, said to represent the
Fort Dodge, Des Moines & Southern Railroad, has pur-
chased under foreclosure the property of the Crooked Creek
Railroad & Coal Company. The road is 18 miles long. It
extends from Webster City to Lehigh. Electrification of
the line is said to be contemplated.

Electric Bond & Share Company, New York, NL Y. —
The gross income of the Electric Bond & Share Company-
for the year ended Dec. 31, 1915, amounted to $1320,337,,
while the net income totaled $1,401,085. During the year-
preferred dividends were declared to the extent of $344,646
and common dividends to the extent of $433,778, leaving ai
surplus income for the year amounting to $622,660. The
surplus and undivided profits at the close of business on Dec.
31, 1915, amounted to $4,244,566, as compared to a surplus
of $440,599 at the beginning of business on March 15, 1905.

Harrisburg (Pa.) Railways. — The net earnings of the
Harrisburg Railways for the year ended Dec. 31, 1915, are
said to have been $33,511 less than the net earnings for 1914,
the decrease being from $221,330 to $187,819. The gross
operating revenues for 1915 amounted to $914,936, a de-
crease of $78,993 from the 1914 results. During 1915 the
company carried 22,435,553 passengers, or 1,225,748 less than
the number carried in 1914. The decreased earnings are
attributed to unregulated jitney competition, combined with
unfavorable weather during the park season, and to some
extent with the increased use of automobiles. It is esti-
mated, however, that by far the largest part of the de-
crease, possibly 90 per cent, was caused by the unregulated
jitneys. The loss in revenue necessitated a reduction to>
1 per cent of the dividend payable on Oct. 1 to the pre-
ferred stockholders. It is stated that the original license
fee of $5 required of jitneys in Harrisburg has been in-
creased, and, in addition, a $2,000 bond must be filed. Since
the ordinance with such provisions became effective, the
number of jitneys operating has been materially reduced.

Lancaster & York Furnace Street Railway, Millersville,
Pa. — The appraisers appointed by the Lancaster County
Court to value the assets of the Lancaster & York Furnace
Street Railway have presented two reports. One places the
assets at $59,484 as junk, and the other at $167,350 as an?
operating unit. John M. Groff and John H. Myers, the re-
ceivers of the road, have been ordered by the court to sell
the road at public sale on April 15, subject to the first mort-
gage of $150,000. The suspension of operation by the com-
pany was noted in the Electric Railway Journal of Jan.
22, page 187.

Mountain Railway, West Orange, N. J. — The overhead

equipment, tools and two cars, the property of the Moun-
tain Railway, were recently sold for $285 at public auction.
The Federal Iron & Steel Company, Newark, bought the
stuff for junk. The sale of the rails was postponed until
April 3 at the request of a former stockholder,, who stated-

626

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 13

that a proposition had been made to run a gasoline car over
the line.

New York State Railways, Rochester, N. Y. — A quarterly
dividend of 1 M per cent has been declared on the $19,952,400
of common stock of the New York State Railways, payable
on April 1 to holders of record of March 23. This compares
with 1 per cent in January.

Philadelphia & Western Railway, Upper Darby, Pa. —
An initial dividend has been declared on the $2,000,000 of
preferred stock of the Philadelphia & Western Railway.
The payment ordered by the directors was 1*4 per cent,
and it was announced as a quarterly disbursemenet, which
places the stock on a full 5 per cent annual basis. Dividends
on the preferred stock became cumulative as of Jan. 1
this year. The present dividend requires the payment of
$100,000 a year, and the report of the company just issued,
covering operations for the twelve months ended Feb. 29,
shows that the dividend was not quite earned, the surplus
balance for this period having been only $96,577. There is,
however, a large undivided profit account.

Public Service Corporation of New Jersey, Newark, N. J.
— During February the total business of the Public Service
Corporation of New Jersey showed a gross increase of
$410,227, or 14.5 per cent, over the corresponding month
of last year. The balance available after payment of op-
erating expenses, fixed charges, sinking- fund requirement,
etc., for amortization, dividends and surplus was $327,557,
and the increase in surplus available for dividends was $66,-
506. For the two months ended Feb. 29, 1916, the gross in-
come in total business was $737,631, or 12.4 per cent. The
balance available for amortization, dividends and surplus
was $832,722, and the increase in surplus available for divi-
dends totaled $135,755.

San Francisco-Oakland Terminal Railways, Oakland, Cal.
—The San Francisco-Oakland Terminal Railways has de-
posited funds to pay the following matured coupons: Oak-
land, San Leandro & Hayward, $250,000 of first mortgage
6's of 1922, coupon due on March 1, 1916; Alameda, Oak
Park & Piedmont Electric Railway, $18,000 of first mortgage
6's of 1923, coupon due on Jan. 1, 1916; Oakland Transit
Company, $1,121,000 of first mortgage sinking- fund 6's of
1918, coupon due on Jan. 7, 1916; Oakland Traction Com-
pany 6 per cent equipment notes, coupon due on Jan. 1, 1916.
The payment on the first three issues is being made at the
National Park Bank, New York, and in San Francisco.

Southern Iowa Railway & Light Company, Albia, Iowa. —
Alfred C. Mueller, receiver, on May 3 will sell at Albia all
the property of the Southern Iowa Railway & Light Com-
pany and the Albia Gas Company. The system includes
10 miles of street and interurban railway, transmission and
service lines, heating- mains and service equipment. The
property has been operated by the receiver since June 8,
1915. The court failed to approve the previous sale of the
property, noted in the Electric Railway Journal of Feb.
12, page 333.

Washington (D. C.) Interurban Railroad. — The Public-
Utilities Commission of the District of Columbia has author-
ized the Washington & Rockville Railway to acquire
$150,000 face value of the 5 per cent first mortgage thirty-
year gold bonds of the Washington Interurban Railroad
and 1000 shares of the capital stock of the company of a
par value of $50 each. This purchase, which has also been
authorized by the Public Service Commission of Maryland,
covers all the securities of the successor to the Washington
Interurban Railway, sold at foreclosure in December, 1915.

Winnipeg (Man.) Electric Railway.— For the fiscal year
ended Dec. 31, 1915, the net earnings of the Winnipeg-
Electric Railway and its subsidiaries were $1,331,737 as
compared to $1,769,114 in 1914. Fixed charges totaled
$835,635 and surplus earnings, $496,101. The addition of
the surplus brought forward from the previous year made
$1,637,598. Quarterly dividends were paid at an average
rate of 9.5 per cent per annum, totaling $855,000. The de-
crease in earnings was caused by the general depression
following the first winter of the war, coupled with the ad-
vent of jitneys in the spring. An excellent crop had a
stimulating effect on the company's business, and the net
earnings for November, December and January last com-
pare favorably with a similar period in any previous year.

DIVIDENDS DECLARED

Asheville Power & Light Company, Asheville, N. C,
quarterly, 1% per cent, preferred.

California Railway & Power Company, San Francisco,
Cal., quarterly, 1% per cent, prior preferred.

Capital Traction Company, Washington, D. C, quarterly,
1 % per cent.

Carolina Power & Light Company, Raleigh, N. C,
quarterly, 1% per cent, preferred.

Cincinnati & Hamilton Traction Company, Cincinnati,
Ohio, quarterly, 1XA per cent, preferred; quarterly, 1 per
cent, common.

Columbus Railway, Power & Light Company, Columbus,
Ohio, quarterly, 1% per cent, preferred A.

Connecticut Valley Street Railway, Greenfield, Mass., 3
per cent, preferred.

Halifax Electric Tramway, Halifax, N. S., quarterly, 2 per
cent.

Houghton County Traction Company, Houghton, Mich.,
3 per cent, preferred.

New York State Railways, Syracuse, N. Y., quarterly, 1%
per cent, preferred; quarterly, 1% per cent, common.

Ridge Avenue Passenger Railway, Philadelphia, Pa.,
quarterly, $3.

Scioto Valley Traction Company, Columbus, Ohio,
quarterly, 1% per cent, first preferred; quarterly, 1% per
cent, preferred.

Toronto (Ont.) Railway, quarterly, 2 per cent.

Tri-City Railway & Light Company, quarterly, 1% per
cent, preferred.

Washington, Baltimore & Annapolis Electric Railroad,
Baltimore, Md., quarterly, IV2 per cent, preferred.

TABLE OF MONTHLY EARNINGS

BATON ROUGE (LA.) ELECTRIC COMPANY

Operating Operating Operating Fixed Net

Period Revenues Expenses Income Charges Income

lm., Jan., '16 $17,827 *$9,202 $8,625 $3,497 $5,128

1 " " '15 15,633 *10,197 5,436 2,180 3,256

12 " " '16 193,045 *107,209 85,836 28,263 57,573

12" " '15 179,437 *114,246 65,191 25,099 40,092

BROCKTON, & PLYMOUTH STREET RAILWAY,
BROCKTON, MASS.

lm.,Jan., '16 $8,076 *$7,545 $531 $1,105 f$574

1 " " '15 7,462 *7,478 fl6 1,145 U.161

12 •' " '16 115,821 *96,500 19,321 13,452 5,869

12 " " '15 121,885 *101,967 19,918 13,219 6,698

CAPE BRETON ELECTRIC COMPANY, LTD., SYDNEY, N. S.

lm.,Jan., '16 $34,120 *$19,190 $14,930 $6,556 $8,374

1 " " '15 29,054 *17,783 11,271 6,721 4,550

12" " '16 362,280 *207,835 154,445 79,007 75,438

12 " " '15 349,149 *210,339 138,810 77,863 60,947

COLUMBUS (GA.) ELECTRIC COMPANY

lm.,Jan., '16 $17,947 *$30,745 $41,202 $28,688 $12,514

1 15 60,767 *26,872 33,895 28,792 5,103

12 16 732,396 *325,913 406,483 344,440 62,043

12 " " '15 686,388 *301,001 385,387 328,148 57,239

HUDSON' & MANHATTAN RAILROAD, NEW YORK, N. Y.

lm.Jan., '16 $495,559 *$211,285 $284,273 $213,397 70,876

1 '15 473,192 *199,436 273,756 211,127 62,629

JACKSONVILLE (FLA.) TRACTION COMPANY

lm.,Jan., '16 $53,047 *$36,356 *$16,691 $14,735 $1,956
1" '15 54,760 *37,502 17,258

1'2 16 609,855 *427,692 182,163

12 15 707,469 *467,405 240,064

13,448 3,810
179,185 2,978
153,223 87,841

PADUCAH TRACTION & LIGHT COMPANY, PADUCAH, KY.

lm.Jan '16 $27,453 *$16,615 $10,838 $7,473 $3,365

1 " '15 26,073 *16,724 9,349

12 " " '16 290,535 *178,916 111,619

10 " " '15 303,917 *192,650 111,267

7,796 1,533
90,946 20,673
91,547 19,720

lm.
1 "
12 "

12 "

lm.

1 "
12 "
12 "

lm.

1 "
12 "
12 "

PENSACOLA (FLA.) ELECTRIC COMPANY
Jan., '16 $23,936 *$13,772 $10,164 $7,751

'15
'16
'15

20,231
261,746
261,371

*13,236
*147,356
♦168.091

6,995
114,390
93,280

7,381
86,073
86,843

SAVANNAH (GA.) ELECTRIC COMPANY
Jan., '16 $66,135 *$43,927 $22,208 $23,316

'15
'16
'15

70,590
789,758
840,768

►46,744
♦515,671
♦550,693

23,846 23,409
274,087 278,400
290,075 275,727

Jan.

TAMPA (FLA.) ELECTRIC COMPANY
'16 $86,705 ♦$43,840 $42,865 $4,297
•15 85,359 ^40,971 44,388 4,425
•16 982,394 ^505,770 476,624 52.216
'15 986,202 *517, 194 469,008 53,851

$2,413
f386
28,317
6,437

t$l,109
437
t4,313
14,348

$38,568
39,963
424,408
415,157

♦Includes taxes. fDeficit.

March 25, 1916]

ELECTRIC RAILWAY JOURNAL

627

Traffic and Transportation

WAUPACA FARE INCREASE MODIFIED
Fare of 12 '/2 Cents by Ticket Substituted for Proposed
Charge of 15 Cents

The Railroad Commission of Wisconsin has accepted the
modifications proposed by the company in the case involving
the increase in fare from 10 cents to 15 cents on the line of
the Waupaca Electric Light & Railway Company between
the Soo Line depot, Waupaca, to the Grand View Hotel.

On Oct. 21, 1915, the commission received a letter from the
company proposing an increase in passenger fares to become
effective on Nov. 21, 1915. It was proposed that three 5-cent
zones be established in place of the two existing zones be-
tween the Grand View Hotel and the Soo line depot in Wau-
paca. In addition to the cash fares it was proposed to sell
reduced tickets to school children in effect from Sept. 1 to
July 1 good for passage between Grand View and the Soo
Line depot, ten for $1, and school tickets between Grand
View and school No. 6 at ten for 75 cents. It was also pro-
posed to sell family tickets, transferable, good between Ben-
edicts and the Soo Line depot, twenty tickets for $1.75, and
tickets good over the entire line or through three zones,
twenty for $2.70. In place of the 5-cent zones existing on
the line from the Soo Line depot to Athletic Park and from
Athletic Park to Grand View Hotel it was proposed to estab-
lish zones as follows: Soo Line depot to Waupaca city limits;
Waupaca city limits to Benedicts; Benedicts to Grand View
Hotel. With these modifications in zones the fare over the
entire line was to be 15 cents instead of 10 cents.

On Oct. 25 a complaint was received declaring that the in-
creases proposed were unreasonable, and this complaint was
later supplemented by a petition of about 350 names, alleg-
ing that the rates as proposed would be extortionate. A
hearing was held in December before the commission at
Madison. The position taken by the attorney for the city
was that if upon examination of the books it was shown that
in the judgment of the members of the Commercial Club and
the Common Council the proposed increases were justifiable,
the objection to the change in fares would be withdrawn by
the city and the club. During January, 1916, an examination
by the city's accountant, H. C. Caswell, Jr., C. P. A., of Osh-
kosh, Wis., resulted in a formal notification by the city at-
torney that the city desired to withdraw opposition to the
proposed increase in fares.

At the hearing and subsequently, the original proposal of
selling twenty tickets for $2.70 was modified to twenty tick-
ets for $2.50 or 12 Yz -cent fare over the entire line, and
twenty tickets for $1.75 modified to twenty for $1.50, good
between Benedicts and the Soo Line depot. The school tick-
ets were modified so that ten tickets for 75 cents, good over
any part of the line, would take the place of ten tickets for
$1, and the ten tickets for 75 cents as originally proposed.
The commission decided that as these modifications were in
favor of the patrons, and since an examination seemed to
show that they would meet the conditions and be fair to both
parties, it would accept the rate schedule as modified.

AUTOMOBILE DECISION RENDERED IN ILLINOIS

In a decision handed down on March 13 the Illinois Public
Utilities Commission held that an automobile service was
not a jitney business unless it operated over specified routes
and on a schedule. The decision was made in the case of the
Southern Illinois Light & Power Company against W. W.
Horton and Leo F. Kramer, Hillsboro, 111. The petition ask-
ing that Messrs. Horton and Kramer be restrained from
operating until they had obtained a certificate of convenience
and necessity was, therefore, dismissed.

At the same time this decision was made it was announced
that an appeal had been taken to the Sangamon County
Circuit Court in the Yellow Cab case from Chicago, in which
the commission made a similar ruling.

If the decision is upheld in court the jitney case brought
by the Springfield Consolidated Railway against jitney men
in Springfield may fail.

In the Hillsboro ruling the commission points out that the
automobiles have no specified routes over which they operate
on schedule time, that the cars frequently are engaged by
telephone, that they frequently run to different parts of the
city to carry passengers as ordered, and that they do a cab
business. For this reason they cannot be considered com-
mon carriers and subject to commission jurisdiction.

PENNSYLVANIA JITNEYS ARE COMMON CARRIERS
In the Scranton Case the Commission Rules That a Certifi-
cate of Public Convenience Is Necessary

The Public Service Commission of Pennsylvania through
Commissioner John Monaghan has ruled that individuals
operating automobiles for hire between fixed points are
common carriers under the law, and as such must obtain
"certificates of public convenience" from the commission.
The commission's order is based on complaints filed by the
Scranton Railway against M. J. Walsh, W. H. Owens, S.
Wilson and F. Williams, of Luzerne County. In his opinion
Mr. Monaghan says:

"It is argued that the term 'common carrier' was in-
tended to be used in a limited sense; but any doubt as to the
meaning of the term 'common carrier' in the act is swept
away by the very broad definition of that term contained
in Sec. 1, Par. xxx. The expression 'any and all' common
carriers means no more or less than their ordinary use and
signification indicates, i. e., all common carriers and not less
than all, if the ordinary meaning of very common words
and language is to be given them.

"It is contended by the respondent in the present case that
the term 'common carrier' as used in the first section of the
act, having been preceded and followed by certain named
common carriers, restricts the general term to only such
carriers as are named; but this contention is without any
weight when it is noted that among the specially-named
corporations over which jurisdiction is given are several
that are not common carriers at all; in addition to which,
should we confine our jurisdiction to the corporations speci-
fied by name, we would be obliged wholly to ignore the gen-
eral term 'any and all common carriers.'

"Anyone who holds himself out to the public as ready
to undertake for hire or reward the transportation of goods
from place to place and so invite the custom of the public,
is in the estimation of the law a common carrier.

"A careful review of the facts in the case leads us to the
inevitable conclusion that the respondent is a common
carrier of passengers under the accepted legal definition of
that term at common law, and also under Sec. 1 of the act
specifically defining the term 'common carrier,' as including
all common carriers of passengers as well as of goods
or property. The language conferring jurisdiction upon the
commission in Pennsylvania is so clearly explicit and un-
ambiguous as to leave no doubt of our jurisdiction over
common carriers of the class represented by the respondent.

"We have, therefore, come to the conclusion that the re-
spondent is a public service company and is entitled to all
the rights and liable to all the duties imposed by the public
service company law. The respondent being a public service
company, may not lawfully begin business without the ap-
proval of this commission. ... As we interpret the act
no proposed corporation intending to embark in public serv-
ice business and no individual partnership or unincorporated
association of individuals intending to embark in public serv-
ice business may do so, unless it or he has first obtained
the approval of this commission evidenced by a certificate
of public convenience. . . . An applicant intending to
operate a motor-vehicle in the business of a public service
company must apply for and obtain the consent of this com-
mission."

The Scranton case has been referred to previously in the
news columns of the Electric Railway Journal and was
reviewed briefly by C. L. S. Tingley, president of the Penn-
sylvania Street Railway Association and second vice-presi-
dent of the American Railways, at the meeting of the asso-
ciation, reported in this paper for Dec. 18, 1915, page 1207.

The commission entered an order requiring Messrs. Walsh,
Owens, Wilson and Williams to cease operating until they
have applied for and obtained from the commission a certif-
icate of public convenience in accordance with the provisions
of the public service company law.

628

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 13

TORONTO RAILWAY AFFECTED BY THE WAR

At a conference on March 13 between R. J. Fleming, man-
ager of the Toronto (Ont.) Railway, Mayor Church and the
Board of Control, Mr. Fleming assured the comptrollers
that he was anxious to comply with the desire for better
service and asked that the threatened indictment of the
company for overcrowding its cars be not proceeded with.
The company was greatly handicapped by the fact that since
the war started more than 1200 of its employees had resigned
from the service to go to the front. For the first time in
its history the company had to advertise for men and could
not obtain them. Out of 175 men taken on early in March
only forty-three had completed their training. Despite
these obstacles the company was operating more cars daily
than in October.

After considerable discussion it was decided to withdraw
the indictment proceedings and to recall the bill before the
Legislature requiring the company to provide free trans-
portation for soldiers. All other matters in dispute will be
referred to the recently appointed traffic commission. This
was satisfactory to Mr. Fleming, who outlined a number of
improvements which the company intended to carry out in
the near future. He was quite willing to consult the traffic
commission on all matters instead of appealing to the
Ontario Railway Board, if the commission would meet him
in a friendly spirit. At the close of the conference Mr.
Fleming stated that he was not in favor of employing
women as conductors. He thought the work and long hours
too arduous for women.

Settling Niagara Falls Accident Claims. — Application has
been made to the provincial courts of Ontario by the legal
department of the International Railway, Buffalo, N. Y.,
for ratification of twenty-two settlements made by the
claim department for deaths and injuries resulting from
the Queenstown, Ont., wreck on July 7, last. A total of
$30,000 has been paid out in making the twenty-two set-
tlements. Many cases are still pending.

Hourly Service Between Galveston and Houston. — The
Galveston-Houston Electric Company has resumed hourly
service between Houston and Galveston, Tex. This is the
first hourly service since the coast storm in August which
destroyed the causeway across Galveston Bay. Since that
time cars have been operated every two hours. Increase
in the traffic and strong indications for additional increases
are the reason given by officials of the line for the re-
establishment of the old service.

Skip-Stop Trial in Newark. — The Public Service Railway,
Newark, N. J., on recommendation of the Board of Public
Utility Commissioners and on request of residents along
the line, has arranged for a sixty-day trial, beginning on
April 1, of the skip-stop plan on the Bloomfield Avenue
line between Branch Brook Park and Caldwell. Twenty-
two stops each way will be eliminated. Temporary signs
will be erected to indicate the stopping points. The stops
will be arranged on the equalization plan. If the public is
pleased with the plan it is probable that it will be made per-
manent.

Safety-first Textbook Recommended. — G. W. Knox, general
manager Oklahoma (Okla.) Railway, in an address recently
made before the Electrical Luncheon Club in Oklahoma City
expressed the belief that some day textbooks would be pub-
lished upon "safety first" and that they would become a
part of the regular public school curriculum. He also de-
scribed many of the modern methods employed to prevent
accidents on electric railways as well as the system of edu-
cation being carried on in safety work. Mr. Knox for many
years has been a strong advocate of safety-first methods.

Service Increased in Vancouver. — W. G. Murrin, general
superintendent of the British Columbia Electric Railway,
Vancouver, B. C, put new schedules into effect on the city
lines on March 15, greatly increasing the service. The new
schedules provide increased service, particularly during the
noon hour, with a special shopping service for the con-
venience of Fourth Avenue patrons desiring to go down-
town to shop in the afternoon. Mr. Murrin states that
these changes represent an additional expenditure of
$40,000 per annum, compared with the service in operation
prior to March 15.

City Attorney Answers Fare Petition. — City Attorney
Hoan of Milwaukee, Wis., has filed with the Railroad Com-
mission of Wisconsin his answer to the application of the
Milwaukee Electric Railway & Light Company for permis-
sion to increase its fares. He asks that the plea of the
company be dismissed. Mr. Hoan, who is the Social-Demo-
cratic candidate for Mayor, contends that the company is
overcapitalized; that its power charges are too high; that
unjustifiably large sums have been set up for depreciation,
damage claims, insurance reserves, etc.; that the zone fares
are an annoyance, etc.

New Transfer System Proposed for Columbus. — S. G.
McMeen, president of the Columbus Railway, Power &
Light Company, Columbus, Ohio, on March 17 submitted
to City Solicitor Scarlett the new transfer system which
has been worked out recently. He desires to secure an
opinion as to whether the changes conform to the franchise
contract with the city and are legal. The new transfers
will specify routes and transfer points and will allow fifteen
minutes for transferring. The company found that the
privileges allowed under the transfers now in use have been-
abused. The new system was devised to prevent such abuse.

Shall Women Be Employed on Street Cars? — This ques-
tion is being asked by the Detroit (Mich.) United Railway
in Electric Raihvay Service, which is published by the com-
pany and distributed to the public. In introducing a num-
ber of letters on the subject which were received from
readers the company said in the issue of its paper for
March 10: "Evidently our readers are not agreed upon the
proposition we discussed a short time ago — whether women
of this country should enter the new field of labor recently
developed as a result of the European war. We mean as to
being employed as motormen or conductors on city street
cars. Of the letters received by us all but one are against
the novelty, but we desire to add that another of the let-
ters before us is an application from a woman who wants
to be a motorman. We are, of course, not at liberty at
this time to give her name. Read these letters; you will
find them interesting. Does any one of them express your
views?"

City Files Its Answer in Trenton Fare Case. — The city
of Trenton, N. J., has filed in the Federal Court in that
city its answer to the supplemental bill recently filed by
the Trenton & Mercer County Traction Corporation, asking
that the United States District Court prevent the en-
forcement of the Public Utilities Commission order re-
straining the railway from putting into effect its order dis-
continuing the strip tickets. The city denies that portion
of the corporation's supplemental bill which sets out that
the order of the commission is unjust, unreasonable, dis-
criminatory, confiscatory, erroneous and illegal, and that it
should be set aside. The bill also denies that the board
has no jurisdiction to make the order and that the act, con-
cerning public utilities, confers no power upon the board
to make such an order. It likewise denies that the order
impairs the obligations of the charter, ordinances and
contracts, by which the fare for transportation of each
passenger over the age of five years shall be 5 cents within
the city limits.

Final Argument on Rochester Jitneys on April 12. — At
the hearing before the Public Service Commission of the
Second District of New York, Commissioner Emmett sit-
ting, in Rochester, N. Y., on March 20 the New York State
Railways closed its case against the jitneys that desire
to continue to operate there after the expiration of the
license granted to them before the public utility law was
amended to bring the jitneys under commission jurisdiction.
Among the witnesses for the railway were Elmer E. Strong,
superintendent of transportation of the company; William
O. Ingle, auditor of the company; Joseph K. Choate, vice-
pre~ident of J. G. White & Company, and John J. Dempsey,
superintendent of the New York Municipal Railway Cor-
poration (Brooklyn Rapid Transit System). Mr. Ingle
presented data to show that the decrease of $225,000 in
gross earnings of the company in Rochester for the year
closed recently was due largely to the jitneys. Com-
missioner Emmett announced that submission of briefs and
final argument in the case will take place before the com-
mission in Albany on April 12.

March 25, 1916]

ELECTRIC RAILWAY JOURNAL

629

Personal Mention

Mr. W. W. Grayson, traveling auditor, has left the Puget
Sound properties of Stone & Webster to return to the Bos-
ton office.

Mr. C. M. Marsh, who has been superintendent of trans-
portation of the Wheeling (W. Va.) Traction Company,
has been made assistant general superintendent of the com-
pany.

Mr. J. R. Blackhall, general manager of the Chicago &
Joliet Electric Railway, Joliet, 111., has been appointed
chairman of the street and interurban railway section of
the International Rotary Club.

Mr. George W. Lang, who recently returned to the
service of the Ottawa (Ont.) Electric Railway as claim
agent, has been appointed acting superintendent during the
absence of Mr. F. D. Burpee, superintendent, on military
service overseas.

Mr. N. McD. Crawford, who recently resigned as presi-
dent and general manager of the Reading Transit & Light
Company, Reading, Pa., has accepted an engagement with
the E. W. Clark Management Association and will make his
headquarters at Columbus, Ohio.

Mr. A. J. County, formerly a special assistant to President
Samuel Rea of the Pennsylvania Railroad, has been elected
vice-president of that company in charge of the accounting
department. Mr. County entered the service of the Pennsyl-
vania Railroad in 1890 and assisted in the promotion and ac-
quisition of new lines for the Pennsylvania System.

Mr. F. E. Fisher, general superintendent of the Chicago,
Ottawa & Peoria Railway, Ottawa, 111., was the subject of
one of the recent personal sketches which the Joliet Even-
ing Herald is running under the title "How Joliet Men
Climbed the Ladder of Fame and Fortune." Mr. Fisher
was born in Elyria, Ohio, on Dec. 29, 1860. He has been
in business since he was fifteen years old.

Mr. John Edbauer, general passenger agent of the Niagara
Gorge Railroad, Niagara Falls, N. Y., has returned from a
conference in Chicago with representatives of Western
steam lines with the assurances that Western trunk lines
will co-operate to make Niagara Falls a winter tourist point
as well as a summer resort. Special low rate excursions
will be run next winter if present plans are carried into
execution. Officers of Niagara Falls commercial organiza-
tions are also co-operating with the officials of the Great
Gorge Route.

Mr. E. D. Stevens, formerly of the Leyden division of the
Denver (Col.) Tramway, has been appointed trainmaster of
the interurban lines. His territory will include the Inter-
Mountain and the Golden and Leyden lines west of the
Denver County line, and he will have authority over
passenger, freight and express movements. Mr. Stevens
entered the tramway company's service as a motorman on
Aug. 15, 1890, on the East division. He continued in the
service until June, 1900. He entered the service of the
Denver & Northwestern Railway on Feb. 17, 1903, helping
in the work of construction. After the lines were completed
and had been placed in operation he became a trainman with
the company.

Mr. John B. Crawford, who was formerly connected with
the Mahoning & Shenango Railway & Light Company,
Youngstown, Ohio, has resigned his position as division
superintendent of the Central Illinois Public Service Com-
pany at Marion, 111., where he has been since 1912. Here
he had jurisdiction over a division in which the Central
Illinois Public Service Company was operating electric light
and water properties in thirty-five communities. In the
past Mr. Crawford has been connected with a number of
railways, including the Lexington & Interurban Railways,
Lexington, Ky.; the Fort Wayne & Wabash Valley Traction
Company, Fort Wayne, Ind.; the Winona Interurban Rail-
way, Warsaw, Ind.; the Groton & Stonington Street Railway,
New London, Conn., and the Hartford (Conn.) Street Rail-
way.

Mr. E. J. Pearson has been appointed a vice-president of
the New York, New Haven & Hartford Railroad, with head-
auarters in Boston. He will act as a general assistant to
Mr. Howard Elliott, chairman of the board and president of
the company, and in particular will have charge of all mat-
ters relating to construction, operation and maintenance.
Mr. Pearson was graduated from Cornell, with the degree of
Civil Engineer, in 1883. He has had a large experience in
construction and operation, particularly in terminal work,
not only on the Northern Pacific Railway, but in cities like
Chicago, St. Louis, Kansas City, and recently at New Or-
leans, where the Texas & Pacific has just completed impor-
tant terminals. He has also had a long training in the anal-
ysis of operating problems and in economical methods of
carrying on railway business.

Mr. Malcolm M. Inglis has been appointed manager of
the Port Arthur (Ont.) Civic Railway. Mr. Inglis is a
Scotchman, and was educated at the high school in Stirling
and the Glasgow and West of Scotland Technical College.
He entered business in 1901, with Mavor & Coulson, Ltd.,
engineers and electricians, Glasgow, serving a regular ap-
prenticeship in their various departments, and in addition
completing two years in the designing department for
electrical machinery. In 1908 he severed his connection
with Mavor & Coulson and accepted a staff appointment
with Johnson & Phillips, Ltd., London, England, as chief
tester and outside erector, and in 1909 became assistant
designer to Professor Kahn of the Brush Electrical Engi-
neering Company, Loughborough, England. In 1901 he
accepted the position of chief electrical engineer to W. J.
Craig & Sons at their Brynkinalt collieries, North Wales,
which position he resigned in 1911. From 1911 to 1915 Mr.
Inglis was electrical engineer to the town of Yorkton, Sask,
Mr. W. E. Haseltine, the new president of the Wisconsin
Electrical Association, is secretary and general manager of
the Ripon Light & Water Company, Ripon, Wis. Mr.

Haseltine was born in Scho-
field, Wis., in 1874, and
studied chemical engineer-
ing at the Massachusetts
Institute of Technology. He
left school in 1896 before
he was graduated and went
to Alaska, where he did
some engineering work in
connection with the White
Pass & Yukon Railroad. In
1899 he returned to the
home of his parents in
Ripon, Wis., where he and
his father bought out the
various interests owning
the Ripon Light & Water
Company. Mr. Haseltine
W. E. HASELTINE was first made secretary of

the company, and later his
father, Mr. C. P. Haseltine, president of the company, turned
over the management to him. Mr. Haseltine has been a
member of the Wisconsin Electrical Association since its
organization and served as its first vice-president during
1915.

Mr. Thomas F. Wickham, secretary-treasurer of the
Union Gas & Electric Company, Cincinnati, Ohio, has been
elected second vice-president of the company in charge of
the electric operating department. Mr. Wickham has been
associated for the last six years with A. B. Leach & Com-
pany, New York, and the properties controlled by that firm,
having for three years been in charge of their public utility
properties in Macon, Ga. For six years prior to that time
he was associated with J. G. White & Company, Inc., New
York, in the operation of their public utility properties.
Before going to New York, Mr. Wickham was general
auditor of the Montreal Light, Heat & Power Company,
Montreal, Can. Mr. Wickham is also secretary-treasurer of
Columbia Gas & Electric Company, which controls the
Union Gas & Electric Company, and as comptroller has
charge of the operation of the South Covington & Cincin-
nati Street Railway and of the electric department of the
Union Light, Heat & Power Company, both of Covington,
Ky., and controlled by the Columbia Company.

I

■ ■ ■ ' A.

w

630

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 13

E. C. SPRING

Mr. Edward C. Spring, manager of the Philadelphia divi-
sion of the Lehigh Valley Transit Company, Allentown, Pa.,
has been appointed superintendent of transportation of the
entire system, assuming in
addition to his present work
the duties of the late George
E. Miller, superintendent of
transportation. Mr. Spring
will have supervision of all
the railways of the com-
pany. Mr. Spring has been
in charge of the Phila-
delphia division of the com-
pany since 1912. Before
that he was assistant to the
president of the Phila-
delphia & Western Railway,
Upper Darby, Pa. Mr.
Spring is very well known
in Pennsylvania, New Eng-
land and in the Middle
West. Before becoming
connected with the Lehigh

Valley Transit Company in 1910 as assistant to the presi-
dent of the company he was general superintendent
of the Dayton, Covington & Piqua Traction Company
and before that was superintendent of the Newton & Bos-
ton Street Railway and the Wellesley & Boston Street
Railway. He also for a time represented a syndicate of
Dayton capitalists as operating manager of the electric
railway, electric light and water properties in Lawrence
and Parsons, Kan. He is a past president of the New Eng-
land Street Railway Club and the Central Electric Railway
Association.

Mr. H. M. Ashenfelter, master mechanic of the Galesburg
& Kewanee Electric Railway, Kewanee, 111., for the last two
and one-half years, has resigned and wili retire in April
from railway work to his fruit farm at Seville, Ohio. Mr.
Ashenfelter started his career with the Westinghouse Elec-
tric & Manufacturing Company in 1897. Later he accepted
the position of master mechanic of the South Bend Street
Railway, now the Chicago, South Bend & Northern Indiana
Railway, which position he held for ten years. The follow-
ing four years he spent on his farm in Ohio, but took up rail-
way work again in 1912 as master mechanic of the Vin-
cennes (Ind.) Traction Company. He resigned from the
company at Vincennes to become connected with the Gales-
burg & Kewanee Electric Railway.

Mr. Clark Verner Wood, who was elected president of the
New England Street Railway Club on March 23, succeeded
Mr. J. T. Harmer last year as president of the Springfield
(Mass.) Street Railway Mr.
Wood was born in Wood-
stock, Vt., in 1863; was
graduated from the local
high school in 1881, and im-
mediately entered railroad
service as a telegraph oper-
ator on the Grand Trunk
system. He was soon pro-
moted to yardmaster and
station agent. Later he
entered the service of the
Boston & Maine Railroad,
after which he became a
freight cashier on the New
York, New Haven & Hart-
ford Railroad. After officiat-
ing as agent at various
points on the latter system,
including Providence, R. I.,
Mr. Wood was offered the post of general passenger agent
of the Pittsburgh & Lake Erie system, and went to Pitts-
burgh, where he later became private secretary to Mr. J. G.
Odell, the vice-president. Mr. Wood next became superin-
tendent of the West Side Belt Railroad and the Pittsburgh
Terminal Railway & Coal Company, which owned about
seventy-five mines in the Pittsburgh district. He was then
called to the superintendency of the Wabash Railroad, and
had charge of the operation of the entire system, including

c. V. WOOD

more than 400 miles of track, with extensive coal and iron
docks at Cleveland and Toledo. In 1900 Mr. Wood entered
the electric railway field at the request of Judge J. H. Reed,
president of the Philadelphia Company, who required his
services in the development of freight traffic on the Pitts-
burgh Railways. In 1906 Mr. Wood went to Boston to take
charge of traffic problems on the electric railway lines
owned and controlled by the New England Investment &
Security Company, paying special attention to the building
up of patronage on the systems centering around Worcester
and Springfield. In 1908 he went to Springfield, his head-
quarters being transferred with other offices from Boston.
Here he devoted his attention to all classes of traffic and
their development, becoming vice-president in charge of
operation in 1913. Besides being president of the Spring-
field company he is vice-president of the Worcester Con-
solidated Street Railway, the Milford, Attleboro & Woon-
socket Street Railway, the Intersate Consolidated Street
Railway, and the Attleboro Branch Railroad. The new pres-
ident of the club has a host of friends and is deservedly ap-
preciated as an executive by the local public.

Mr. W. B. Atwood, who, up to Feb. 1' was vice-president
• and general manager of the Geneva, Seneca Falls & Auburn
Railway, Seneca Falls, N. Y., has been appointed general

superintendent of the rail-
way operations of the
Wheeling Traction Com-
pany and affiliated com-
panies as successor to Mr.
G. O. Nagle, resigned. Mr.
Atwood entered railway
work with the Pittsburgh &
Lake Erie Railroad, with
which he served as an engi-
neer on construction for
more than two years. He
terminated this connection
in 1901, and for the ensuing
four years was a student of
civil engineering at Cornell
University, where he was
graduated in 1905. For a
short period thereafter he
was engaged in engineering
work on Dam No. 5 on the Ohio River. He resigned from
this work in 1906 to become connected with the Ohio Elec-
tric Railway as resident engineer of construction. In March,
1908, Mr. Atwood became superintendent for the Ashtabula
Rapid Transit Company and the Pennsylvania & Ohio
Railway. He was connected with these companies until
November, 1910, when he resigned to accept the position
of vice-president and general manager of the Geneva,
Seneca Falls & Auburn Railway.

Mr. I. L. Oppenheimer, president Ohio River Electric Rail-
way & Power Company, Pomeroy, Ohio, recently gave an in-
teresting addi-ess on "Public Utilities, the Community and
the Obligations of Both" before the Pomeroy Business Men's
Club on the occasion of its second annual banquet. Mr. Op-
penheimer's chief theme was that utilities are performing
their obligations to the community by rendering the be"st
service commensurate with the returns received, but that if
the utilities are not prospering and yielding a fair profit on
their investment and the risk involved, the community is not
meeting its obligations. A utility was said to be of little
value to a community unless it had a chance to prosper.
OBITUARY

George A. Gilfillian, formerly acting general manager and
consulting engineer of the Morris County Traction Com-
pany, Morristown, N. J., and since November, 1912, in busi-
ness as a consulting engineer with offices in Pittsburgh, died
at Battle Creek, Mich., on March 19. Mr. Gilfillian was edu-
cated at the University of Pittsburgh. After a year as as-
sistant engineer of the Pittsburgh & Western Railroad he
entered electric railway work. He was engineer in charge of
electrification of the lines of the Pittsburgh & Birmingham
Street Railway, and he continued as chief engineer of the
company until it was merged with the Pittsburgh Railways.
In 1896 he opened up an office in Pittsburgh as consulting
engineer. In the fall of 1909 he became connected with the
Morris County Traction Company.

w. B. ATWOOD

March 25, 1916]

ELECTRIC RAILWAY JOURNAL

631

Construction News

Construction News Notes are classified under each head-
ing alphabetically by States.

An asterisk (*) indicates a project not previously
reported.

RECENT INCORPORATIONS

*Akron & Youngstown Electric Railway, Pittsburgh, Pa. —
Incorporated to construct a line between Akron and Youngs-
town. Capital stock, $100,000. Officers: Thomas L. Childs,
Akron, president; H. D. McCutcheon, Shannon Building,
Pittsburgh, vice-president; H. A. Hausgen, Chicago, secre-
tary, and Frederick G. Reigert, Pittsburgh, treasurer.

FRANCHISES

Riverside, Cal. — The Riverside, Rialto & Pacific Railroad
has received a franchise from the Council to construct a
single-track line on Colton Avenue between First Street
and Allen Place, Riverside.

Peoria Heights, 111. — The Council of Peoria Heights has
refused the application of the Peoria & Chillicothe Electric
Railway for a fifty-year franchise in Peoria Heights.
[March 4, '16.]

Baltimore, Md. — The Board of Estimate on March 20
approved the ordinance authorizing the Maryland Electric
Railway to extend the St. Paul Street line of the United
Railways & Electric Company into and through the property
of the Roland Park Company at Guilford.

Fredonia, N. Y. — The Town Board of Fredonia, after a
conference with officials of the Buffalo & Lake Erie Trac-
tion Company, has refused to grant the company's request
for modifications in the franchise through Fredonia. The
company is endeavoring to obtain concessions from the
towns between Erie and Fredonia and threatens to abandon
t